WEBVTT 00:00:11.580 --> 00:00:14.580 TINA SRISVASTAVA: OK, so when we were talking about radar, 00:00:14.580 --> 00:00:18.870 we had a great reminder about how the origins of that 00:00:18.870 --> 00:00:20.280 came right here at MIT. 00:00:20.280 --> 00:00:21.840 And in fact, physically right here, 00:00:21.840 --> 00:00:24.240 where the Stata building is located. 00:00:24.240 --> 00:00:26.880 Well, when we're talking about instrument flying, 00:00:26.880 --> 00:00:31.080 there is also a very strong connection here to MIT. 00:00:31.080 --> 00:00:34.170 So does anyone know the story of Jimmy Dolittle 00:00:34.170 --> 00:00:36.360 and his first blind flight? 00:00:36.360 --> 00:00:38.704 Yes, do you want to share? 00:00:38.704 --> 00:00:41.120 AUDIENCE: [INAUDIBLE] 00:00:41.120 --> 00:00:42.620 TINA SRISVASTAVA: Yes, you're right. 00:00:42.620 --> 00:00:43.805 He has a lot of good stories. 00:00:43.805 --> 00:00:45.055 AUDIENCE: Takeoff and landing [? just on ?] 00:00:45.055 --> 00:00:45.847 flight instruments. 00:00:45.847 --> 00:00:47.388 TINA SRISVASTAVA: Takeoff and landing 00:00:47.388 --> 00:00:48.950 just on flight instruments, yes. 00:00:48.950 --> 00:00:51.314 Good, that's exactly right. 00:00:51.314 --> 00:00:53.210 AUDIENCE: He also got a doctorate here. 00:00:53.210 --> 00:00:54.830 TINA SRISVASTAVA: He also got his doctorate here, 00:00:54.830 --> 00:00:55.372 that's right. 00:00:55.372 --> 00:00:58.530 You have a good understanding of him. 00:00:58.530 --> 00:00:59.919 AUDIENCE: [INAUDIBLE] 00:01:01.610 --> 00:01:03.110 TINA SRISVASTAVA: So Jimmy Dolittle, 00:01:03.110 --> 00:01:07.170 before he came to MIT, was flying in the military. 00:01:07.170 --> 00:01:09.230 And he was doing a lot of things. 00:01:09.230 --> 00:01:12.470 He's known for flying across the country in a very short period 00:01:12.470 --> 00:01:15.890 of time and encountering a lot of storms and weather. 00:01:15.890 --> 00:01:19.580 And being one of the first people to really rely 00:01:19.580 --> 00:01:22.280 on the instruments inside your planes-- 00:01:22.280 --> 00:01:24.050 all your flight controls-- 00:01:24.050 --> 00:01:26.720 when you're not able to look outside the airplane. 00:01:26.720 --> 00:01:30.350 And just as you said, he studied here 00:01:30.350 --> 00:01:32.450 and got his graduate degree here. 00:01:32.450 --> 00:01:35.150 But even after that, he continued 00:01:35.150 --> 00:01:38.480 to study how a pilot could fly when 00:01:38.480 --> 00:01:41.690 the visibility outside the airplane was very difficult-- 00:01:41.690 --> 00:01:46.220 and really pioneered the concept that in a very foggy weather 00:01:46.220 --> 00:01:48.710 condition, for example, you can still successfully 00:01:48.710 --> 00:01:52.080 fly an airplane by relying on the flight instruments. 00:01:52.080 --> 00:01:55.790 And in particular, one of the most significant flight 00:01:55.790 --> 00:01:58.910 instruments is what's called an artificial horizon. 00:01:58.910 --> 00:02:02.090 So Philip already introduced that flight instrument. 00:02:02.090 --> 00:02:03.300 We'll talk about it. 00:02:03.300 --> 00:02:06.020 And when we've discussed the six-pack, where 00:02:06.020 --> 00:02:09.169 you have these six circle flight instruments, 00:02:09.169 --> 00:02:11.180 it's the one in the middle on the top. 00:02:11.180 --> 00:02:12.770 And we'll look in that in particular. 00:02:12.770 --> 00:02:16.130 So that artificial horizon with a little airplane on it 00:02:16.130 --> 00:02:20.810 is basically supposed to replace looking outside your windshield 00:02:20.810 --> 00:02:22.910 and seeing the real horizon. 00:02:22.910 --> 00:02:26.240 And so it's a good thing to rely on. 00:02:26.240 --> 00:02:29.960 One of the most important instruments when you're flying. 00:02:29.960 --> 00:02:32.390 So basically, instrument flying is 00:02:32.390 --> 00:02:35.720 how you can rely on the technologies 00:02:35.720 --> 00:02:39.560 inside your airplane to avoid hitting things 00:02:39.560 --> 00:02:44.100 and to land without being able to see outside your airplane. 00:02:44.100 --> 00:02:48.420 And IFR stands for Instrument Flight Rules. 00:02:48.420 --> 00:02:52.770 And so that means that you have to follow a set of rules 00:02:52.770 --> 00:02:54.780 when there are clouds outside. 00:02:54.780 --> 00:02:57.360 Now, because pilots really need to make 00:02:57.360 --> 00:02:59.550 sure to practice and stay current, 00:02:59.550 --> 00:03:02.460 we have a situation where most of the time that people 00:03:02.460 --> 00:03:05.040 are practicing that instrument flights 00:03:05.040 --> 00:03:07.170 might be a condition where actually it is quite 00:03:07.170 --> 00:03:10.350 sunny and beautiful outside. 00:03:10.350 --> 00:03:11.640 But they're just practicing. 00:03:11.640 --> 00:03:13.260 So the way that we distinguish it 00:03:13.260 --> 00:03:17.580 is when it's actually very foggy, very cloudy, 00:03:17.580 --> 00:03:19.380 you can't see outside-- 00:03:19.380 --> 00:03:24.120 that is described by IMC, or Instrument Meteorological 00:03:24.120 --> 00:03:24.810 Conditions-- 00:03:24.810 --> 00:03:26.230 IMC conditions. 00:03:26.230 --> 00:03:29.070 So that's when you actually have the condition where 00:03:29.070 --> 00:03:30.930 you can't see outside the airplane 00:03:30.930 --> 00:03:34.880 and then you follow your IFR, your Instrument Flight Rules. 00:03:34.880 --> 00:03:37.020 And so the goal of this whole process 00:03:37.020 --> 00:03:39.060 is to be able to fly safely, even when 00:03:39.060 --> 00:03:41.800 you can't see out the window. 00:03:41.800 --> 00:03:45.040 So why would you want to be flying when you 00:03:45.040 --> 00:03:47.270 can't see outside the window? 00:03:47.270 --> 00:03:49.810 There are a lot of reasons for that. 00:03:49.810 --> 00:03:52.240 I've been spending a lot of time in California. 00:03:52.240 --> 00:03:54.550 And here's a familiar sight in California. 00:03:54.550 --> 00:03:58.330 If you see a lot of clouds, a lot of fog-- 00:03:58.330 --> 00:04:00.430 fog is a daily occurrence, depending 00:04:00.430 --> 00:04:03.520 on where you are, especially in the San Francisco Bay Area. 00:04:03.520 --> 00:04:06.910 And so a VFR pilot won't be able to really 00:04:06.910 --> 00:04:10.282 fly in those conditions at all. 00:04:10.282 --> 00:04:12.260 PHILIP GREENSPUN: It's important to remember, 00:04:12.260 --> 00:04:13.810 it's beautiful right above the fog. 00:04:13.810 --> 00:04:17.290 So you could be flying in the clouds for a minute 00:04:17.290 --> 00:04:21.700 and then you proceed to your destination in the desert 00:04:21.700 --> 00:04:22.492 or wherever it is. 00:04:22.492 --> 00:04:23.700 TINA SRISVASTAVA: Absolutely. 00:04:23.700 --> 00:04:26.590 So Philip was just talking about a condition just shown 00:04:26.590 --> 00:04:28.450 in this picture here, where it might 00:04:28.450 --> 00:04:31.300 be the case that there's a thin layer of clouds 00:04:31.300 --> 00:04:33.250 or fog at a low altitude. 00:04:33.250 --> 00:04:35.590 But if you were to go through that, above it, 00:04:35.590 --> 00:04:38.860 it's really beautiful up above the clouds. 00:04:38.860 --> 00:04:41.410 And sometimes this is called VFR On Top. 00:04:41.410 --> 00:04:44.700 So you have Visual Flight Rules up on top of the clouds. 00:04:44.700 --> 00:04:46.690 It's not that you're flying in the clouds, 00:04:46.690 --> 00:04:49.670 but you have a cloud cover below you. 00:04:49.670 --> 00:04:52.600 And so if you have your instrument flight rating, 00:04:52.600 --> 00:04:55.030 then you can fly right through that thin layer 00:04:55.030 --> 00:05:01.080 of clouds or fog and be flying in a beautiful day above that. 00:05:01.080 --> 00:05:04.080 I'd also like to point out that instrument flying makes 00:05:04.080 --> 00:05:05.580 you a better pilot. 00:05:05.580 --> 00:05:08.280 So I know this personally-- if you remember from yesterday, 00:05:08.280 --> 00:05:11.010 I talked about how after my private, 00:05:11.010 --> 00:05:13.080 basically one of the first things I did 00:05:13.080 --> 00:05:16.050 was start on my instrument flight rating. 00:05:16.050 --> 00:05:18.840 And you actually start with just learning 00:05:18.840 --> 00:05:20.910 how to be a better pilot. 00:05:20.910 --> 00:05:25.140 You start sticking to your altitude a little better. 00:05:25.140 --> 00:05:27.657 When you're a VFR pilot, a lot of times 00:05:27.657 --> 00:05:29.490 when we talked about the different airspace, 00:05:29.490 --> 00:05:32.160 there isn't a very strict restriction on what altitude 00:05:32.160 --> 00:05:32.910 you need to be at. 00:05:32.910 --> 00:05:34.560 You're not really filing a flight plan. 00:05:34.560 --> 00:05:36.210 You could be changing your heading 00:05:36.210 --> 00:05:39.250 and wandering over one way and wandering over another way. 00:05:39.250 --> 00:05:41.760 But when you start training for your instrument, 00:05:41.760 --> 00:05:44.730 you start learning more precisely what it takes 00:05:44.730 --> 00:05:47.910 to trim your aircraft's configuration correctly, 00:05:47.910 --> 00:05:53.700 how to stay at 3,000 feet, 1-8-0 heading, whatever it is-- 00:05:53.700 --> 00:05:55.830 and actually maintain that while you're 00:05:55.830 --> 00:05:58.500 doing a number of other operations in your plane. 00:05:58.500 --> 00:06:00.600 And not getting distracted in such a way 00:06:00.600 --> 00:06:03.960 that causes you to change your heading or your altitude. 00:06:03.960 --> 00:06:06.670 So that just makes you a better pilot altogether, 00:06:06.670 --> 00:06:11.350 even in visual flight conditions. 00:06:11.350 --> 00:06:14.460 The reason, of course, that you have to learn how to fly more 00:06:14.460 --> 00:06:18.600 precisely is because when you are in an actual IMC 00:06:18.600 --> 00:06:20.940 condition with clouds and you can't 00:06:20.940 --> 00:06:22.530 see outside your airplane, you're 00:06:22.530 --> 00:06:24.630 relying on the air traffic controllers 00:06:24.630 --> 00:06:26.610 to sequence the airplanes and make sure they 00:06:26.610 --> 00:06:28.060 don't come near each other. 00:06:28.060 --> 00:06:30.120 And so the air traffic controller 00:06:30.120 --> 00:06:32.460 is going to want to know that if they 00:06:32.460 --> 00:06:35.670 tell you to stay on a particular vector-- so an altitude 00:06:35.670 --> 00:06:37.295 heading. 00:06:37.295 --> 00:06:39.420 And they want to make sure you actually stay there, 00:06:39.420 --> 00:06:41.128 because if you start drifting off-course, 00:06:41.128 --> 00:06:43.470 you could drift into the course of another airplane 00:06:43.470 --> 00:06:48.000 that they have flying in a different direction. 00:06:48.000 --> 00:06:49.790 So you actually are required to do 00:06:49.790 --> 00:06:52.070 some amount of instrument training, 00:06:52.070 --> 00:06:53.930 even for your private pilot-- 00:06:53.930 --> 00:06:55.590 about three hours. 00:06:55.590 --> 00:06:58.790 So that means that you have to go flying 00:06:58.790 --> 00:07:02.720 and rely purely on the instruments in order to fly. 00:07:02.720 --> 00:07:04.640 So it would be great if there is a day that 00:07:04.640 --> 00:07:08.300 has fog without an adverse weather situation 00:07:08.300 --> 00:07:12.140 so you could actually fly in true IMC conditions, 00:07:12.140 --> 00:07:15.320 where your instructor is really taking control there 00:07:15.320 --> 00:07:17.510 but allowing you to experience it. 00:07:17.510 --> 00:07:21.500 But if that doesn't happen, you can use a view-limiting device, 00:07:21.500 --> 00:07:23.010 such as foggles. 00:07:23.010 --> 00:07:25.070 So these are basically glasses you put on 00:07:25.070 --> 00:07:28.580 that fog out where you would see outside the window and only 00:07:28.580 --> 00:07:31.100 are visible looking at your controls. 00:07:31.100 --> 00:07:34.340 Or a hood that basically blocks your view of everything 00:07:34.340 --> 00:07:37.420 except the instruments. 00:07:37.420 --> 00:07:40.410 So we've already talked about radar and ATC 00:07:40.410 --> 00:07:42.450 and working with those air traffic controllers. 00:07:42.450 --> 00:07:44.070 So those air traffic controllers are 00:07:44.070 --> 00:07:47.170 responsible for the separation of the airplanes. 00:07:47.170 --> 00:07:49.950 And they will assign specific altitudes, headings, 00:07:49.950 --> 00:07:52.200 and different routes and clearances. 00:07:52.200 --> 00:07:54.600 Navaids is short for navigational aids, 00:07:54.600 --> 00:07:57.300 like radio and GPS. 00:07:57.300 --> 00:08:01.110 And then we've already discussed just now about a transponder. 00:08:01.110 --> 00:08:04.260 So that xpdr just stands for transponder. 00:08:04.260 --> 00:08:07.710 And that's just basically saying that if the radar itself 00:08:07.710 --> 00:08:10.980 is unable to provide the accurate altitude of the plane, 00:08:10.980 --> 00:08:16.120 you can add on the transponder to help with the radar return. 00:08:16.120 --> 00:08:18.280 We've also discussed briefly the ADS-B-- 00:08:18.280 --> 00:08:20.530 and we will get into, when we talk about weather data, 00:08:20.530 --> 00:08:22.780 how you can build your own device to receive 00:08:22.780 --> 00:08:25.790 that ADS-B data. 00:08:25.790 --> 00:08:28.720 So let's talk about the different phases of an IFR 00:08:28.720 --> 00:08:29.350 flight. 00:08:29.350 --> 00:08:31.150 So there's a little bit more you need to do 00:08:31.150 --> 00:08:35.530 in the flight planning stage. 00:08:35.530 --> 00:08:37.809 You also do need to file a flight plan, 00:08:37.809 --> 00:08:40.892 which we discussed isn't required for your VFR flights. 00:08:40.892 --> 00:08:42.309 And then some more things you need 00:08:42.309 --> 00:08:45.910 to do once you depart, when you're en route, 00:08:45.910 --> 00:08:48.040 and then your approach to landing. 00:08:48.040 --> 00:08:50.350 So what Philip helped me pass out 00:08:50.350 --> 00:08:52.780 are what's called approach plates. 00:08:52.780 --> 00:08:53.860 So you'll hear that-- 00:08:53.860 --> 00:08:56.980 so it's different information that talks about-- 00:08:56.980 --> 00:08:59.980 when you're landing, they're different specific procedures. 00:08:59.980 --> 00:09:02.140 Because, again, you can't see outside the airplane, 00:09:02.140 --> 00:09:05.685 so they will create a path that you fly on that 00:09:05.685 --> 00:09:09.130 are specifically designed to avoid terrain and allow 00:09:09.130 --> 00:09:11.860 you to come in and land at the airport safely. 00:09:18.845 --> 00:09:20.970 Although I passed out the physical piece of paper-- 00:09:20.970 --> 00:09:23.550 and a lot of people have physical pieces of paper 00:09:23.550 --> 00:09:24.930 for those approach plates-- 00:09:24.930 --> 00:09:28.710 I've also pulled up an airport. 00:09:28.710 --> 00:09:31.620 I used Bedford, my local airport. 00:09:31.620 --> 00:09:33.900 And you can go down on ForeFlight 00:09:33.900 --> 00:09:37.148 to approach and see all the different approach procedures. 00:09:37.148 --> 00:09:38.190 So I'll pass this around. 00:09:38.190 --> 00:09:42.060 And basically you can click on different approach procedures. 00:09:48.742 --> 00:09:51.200 PHILIP GREENSPUN: Let me also add that all these plates are 00:09:51.200 --> 00:09:52.460 available free online. 00:09:52.460 --> 00:09:56.390 If you go to any source, like SkyVector or AirNav.com, 00:09:56.390 --> 00:09:58.970 you can go to the airport and see a list of the procedures 00:09:58.970 --> 00:10:01.992 and just grab the PDF on your device. 00:10:01.992 --> 00:10:03.200 TINA SRISVASTAVA: Absolutely. 00:10:03.200 --> 00:10:04.280 They're all free online. 00:10:04.280 --> 00:10:06.530 And you want to make sure you have the updated ones, 00:10:06.530 --> 00:10:08.435 because sometimes they do change. 00:10:08.435 --> 00:10:09.920 PHILIP GREENSPUN: Yeah, I meant just here for the lecture. 00:10:09.920 --> 00:10:12.337 If you just want to have it in front of you on your phone. 00:10:12.337 --> 00:10:15.600 TINA SRISVASTAVA: Yeah, absolutely. 00:10:15.600 --> 00:10:18.210 Pre-flight planning is just really important. 00:10:18.210 --> 00:10:20.760 As much as we just talked about meteorology and different 00:10:20.760 --> 00:10:22.920 adverse weather conditions-- so just 00:10:22.920 --> 00:10:25.980 because you have the ability to fly in the clouds doesn't mean 00:10:25.980 --> 00:10:27.360 it's a good idea. 00:10:27.360 --> 00:10:29.850 If there is anything like thunderstorms, 00:10:29.850 --> 00:10:32.580 icing conditions, something that could impair your ability 00:10:32.580 --> 00:10:36.190 to fly safely, then it doesn't mean you should go flying. 00:10:36.190 --> 00:10:38.130 And it's really important to understand 00:10:38.130 --> 00:10:42.600 where all the adverse conditions are and look at all that data. 00:10:42.600 --> 00:10:44.820 So when you're doing your pre-flight planning, 00:10:44.820 --> 00:10:46.530 there's certain information about when 00:10:46.530 --> 00:10:47.850 you need to have an alternate. 00:10:47.850 --> 00:10:49.680 So the time and hour before-- 00:10:49.680 --> 00:10:52.810 an hour after your estimated time of arrival. 00:10:52.810 --> 00:10:54.930 Your ceiling-- so what's a ceiling again? 00:10:54.930 --> 00:10:57.400 That's when you have cloud cover-- 00:10:57.400 --> 00:11:00.185 so either broken or overcast clouds. 00:11:00.185 --> 00:11:01.560 So they're saying if that ceiling 00:11:01.560 --> 00:11:03.300 is less than 2,000 feet. 00:11:03.300 --> 00:11:06.360 And then your visibility-- so how far out you can see-- 00:11:06.360 --> 00:11:07.950 three miles. 00:11:07.950 --> 00:11:11.430 And one of the biggest rules of thumb to keep in mind 00:11:11.430 --> 00:11:14.530 is that when you're doing this planning, 00:11:14.530 --> 00:11:18.523 you don't want a situation where you take off from an airport 00:11:18.523 --> 00:11:20.190 and you plan it such that the weather is 00:11:20.190 --> 00:11:23.040 going to get so bad that you can't return to that airport. 00:11:23.040 --> 00:11:25.740 So a good, safe rule of thumb is make sure 00:11:25.740 --> 00:11:28.560 that you can get back to the airport you're taking off from, 00:11:28.560 --> 00:11:31.200 in case there's any issue with your airplane or travel. 00:11:31.200 --> 00:11:32.880 You want to be able to safely get back 00:11:32.880 --> 00:11:34.410 from where you took off from. 00:11:34.410 --> 00:11:39.895 And even though with your IFR rating, 00:11:39.895 --> 00:11:41.270 you can fly through clouds, there 00:11:41.270 --> 00:11:44.850 are still specific visibility requirements 00:11:44.850 --> 00:11:46.970 for every single approach and airport 00:11:46.970 --> 00:11:47.970 that you're coming into. 00:11:47.970 --> 00:11:51.240 It can't be a completely dense fog all the way to the ground. 00:11:51.240 --> 00:11:55.410 There is a altitude where even the big, major commercial 00:11:55.410 --> 00:11:59.428 jets have to be able to identify certain runway indicators 00:11:59.428 --> 00:12:00.720 before they're allowed to land. 00:12:00.720 --> 00:12:02.310 And if they're not able to, they have 00:12:02.310 --> 00:12:04.770 to go around or find an alternate airport. 00:12:04.770 --> 00:12:06.750 And all that specific information 00:12:06.750 --> 00:12:10.680 is on those approach plates that we'll talk about in a moment. 00:12:10.680 --> 00:12:14.780 So you can actually file a flight plan directly 00:12:14.780 --> 00:12:19.398 on the computer or with an app, such as ForeFlight. 00:12:19.398 --> 00:12:21.190 This is what I was discussing a moment ago. 00:12:21.190 --> 00:12:23.010 This is your six-pack, again-- 00:12:23.010 --> 00:12:24.080 your flight controls. 00:12:24.080 --> 00:12:25.830 And the one right in the center at the top 00:12:25.830 --> 00:12:28.170 is that artificial horizon. 00:12:28.170 --> 00:12:30.690 And just as Jimmy Dolittle did-- 00:12:30.690 --> 00:12:33.570 found that as a very important reference point. 00:12:33.570 --> 00:12:35.070 That's really what you want to spend 00:12:35.070 --> 00:12:36.750 most of your time looking at when 00:12:36.750 --> 00:12:38.010 you're flying the instrument. 00:12:38.010 --> 00:12:39.892 Just like when you're flying VFR, 00:12:39.892 --> 00:12:41.850 you want to spend most of your time looking out 00:12:41.850 --> 00:12:44.910 the window at the actual horizon and what's out there. 00:12:44.910 --> 00:12:48.570 You want to look at this to make sure you haven't started 00:12:48.570 --> 00:12:50.340 turning and not realized it. 00:12:50.340 --> 00:12:53.322 So we're going to get into human factors this afternoon. 00:12:53.322 --> 00:12:55.530 But just like we talked about when we were discussing 00:12:55.530 --> 00:12:58.410 aerodynamics, your body can't really 00:12:58.410 --> 00:13:01.710 feel the difference between gravity and acceleration. 00:13:01.710 --> 00:13:06.570 And so if you start a turn but then you basically 00:13:06.570 --> 00:13:10.890 have even doubt in your flying level, 00:13:10.890 --> 00:13:12.840 your body will not notice that you're tilted. 00:13:12.840 --> 00:13:14.970 And so that's why it's really important 00:13:14.970 --> 00:13:17.670 to keep an eye on this artificial horizon 00:13:17.670 --> 00:13:19.530 and make sure you're in fact flying straight 00:13:19.530 --> 00:13:20.905 and level when you think you are. 00:13:23.400 --> 00:13:27.590 So we're going to talk about a lot of different safety 00:13:27.590 --> 00:13:30.050 considerations. 00:13:30.050 --> 00:13:32.450 We talk a lot about minimums with regard 00:13:32.450 --> 00:13:35.000 to what are the FAA regulations or your flight 00:13:35.000 --> 00:13:36.973 school might impose-- 00:13:36.973 --> 00:13:39.140 the place you're renting your aircraft might impose. 00:13:39.140 --> 00:13:41.330 Certain minimums-- that they don't 00:13:41.330 --> 00:13:44.480 want you to take the plane unless the ceiling is 00:13:44.480 --> 00:13:46.860 above 2,000 feet, for example. 00:13:46.860 --> 00:13:49.520 But there is also this concept of personal minimums. 00:13:49.520 --> 00:13:51.980 And Philip and I will spend a chunk of time 00:13:51.980 --> 00:13:54.770 at the end of the course talking about our personal minimums 00:13:54.770 --> 00:13:56.840 and sharing them with you, that you 00:13:56.840 --> 00:14:00.710 might want to set your own restrictions-- that, hey, 00:14:00.710 --> 00:14:03.600 if certain things are occurring and you don't feel comfortable, 00:14:03.600 --> 00:14:05.017 you don't think it's safe, you set 00:14:05.017 --> 00:14:06.620 those restrictions to yourself. 00:14:06.620 --> 00:14:09.710 So that way, on a particular day that you're planning to fly, 00:14:09.710 --> 00:14:12.530 you don't get the get-there-itis, where you just 00:14:12.530 --> 00:14:15.050 really want to go and you decide you're 00:14:15.050 --> 00:14:16.370 going to do whatever it takes. 00:14:16.370 --> 00:14:19.500 You can refer to your personal minimums and say, hey, 00:14:19.500 --> 00:14:22.470 I have previously decided that this wasn't a good idea. 00:14:22.470 --> 00:14:26.720 So let's stick to my judgment at that time and not fly. 00:14:26.720 --> 00:14:30.110 We're also going to discuss how, even though the FAA might 00:14:30.110 --> 00:14:33.140 require only a single pilot in command, 00:14:33.140 --> 00:14:36.080 you can actually have a different person sitting next 00:14:36.080 --> 00:14:38.780 to you, whether they're a pilot, whether they're just a friend, 00:14:38.780 --> 00:14:41.780 you can put that person to work to help you out 00:14:41.780 --> 00:14:44.540 in managing your cockpit and helping with some 00:14:44.540 --> 00:14:45.950 of the navigation, for example. 00:14:48.490 --> 00:14:50.690 So let's talk a little bit about the approach plate. 00:14:50.690 --> 00:14:52.860 So does everybody have an approach plate, 00:14:52.860 --> 00:14:55.560 either on their computer or a physical piece of paper? 00:14:55.560 --> 00:14:58.810 Is anyone missing one? 00:14:58.810 --> 00:15:01.480 OK, so there's a lot of information 00:15:01.480 --> 00:15:03.070 on an approach plate. 00:15:03.070 --> 00:15:06.220 And you don't need to know any of this for your private pilot. 00:15:06.220 --> 00:15:08.050 But just so you get oriented, I'm 00:15:08.050 --> 00:15:10.270 just going to give you a high level of what kind 00:15:10.270 --> 00:15:13.120 of information is on this approach plate 00:15:13.120 --> 00:15:14.590 and what we're talking about. 00:15:14.590 --> 00:15:17.530 So again, this is a situation where 00:15:17.530 --> 00:15:20.760 there could be cloud cover or you're flying in fog 00:15:20.760 --> 00:15:22.510 and so you can't see outside your airplane 00:15:22.510 --> 00:15:24.340 or you can't see the airport, but you 00:15:24.340 --> 00:15:26.720 have to safely arrive at the airport. 00:15:26.720 --> 00:15:30.160 So the approach plate provides a flight path for you 00:15:30.160 --> 00:15:34.360 to fly on to safely enter the airport's vicinity, 00:15:34.360 --> 00:15:36.940 enter the final approach, and then to a point where 00:15:36.940 --> 00:15:39.550 you can visually identify certain runway markings 00:15:39.550 --> 00:15:41.470 and land safely. 00:15:41.470 --> 00:15:44.320 So the very top of the approach plate 00:15:44.320 --> 00:15:46.660 tells you a lot of information. 00:15:46.660 --> 00:15:51.070 So the top right corner, where it says RNAV GPS-- 00:15:51.070 --> 00:15:54.130 that's identifying the type of approach that it is. 00:15:54.130 --> 00:15:55.930 So usually, it'll tell you whether it's 00:15:55.930 --> 00:15:59.240 a precision approach or a non-precision approach. 00:15:59.240 --> 00:16:02.890 So there are different types of instruments on your plane. 00:16:02.890 --> 00:16:05.580 You'll see, as that iPad's being passed around, 00:16:05.580 --> 00:16:07.580 with the different ones you can click on-- there 00:16:07.580 --> 00:16:10.630 are certain instruments in your plane 00:16:10.630 --> 00:16:14.020 and at the airport that will tell you how you can land. 00:16:14.020 --> 00:16:15.880 So an ILS, for example-- 00:16:15.880 --> 00:16:17.620 an Instrument Landing System. 00:16:17.620 --> 00:16:21.160 If that is available, it can be a very precise way 00:16:21.160 --> 00:16:23.800 to land at an airport, whereas if you don't have exactly 00:16:23.800 --> 00:16:28.000 those things available, you might use a GPS or a VOR, 00:16:28.000 --> 00:16:31.037 which are different types of approaches you can fly. 00:16:31.037 --> 00:16:33.370 It'll also tell you the runway, which is very important. 00:16:33.370 --> 00:16:36.700 Runway 16-- so that's the runway you're trying to land at. 00:16:36.700 --> 00:16:38.690 And then just below it is the airport. 00:16:38.690 --> 00:16:41.020 So this one in particular is Port Smith, 00:16:41.020 --> 00:16:44.440 which is an airport that's basically-- 00:16:44.440 --> 00:16:47.680 if you drive to the coast from here. 00:16:47.680 --> 00:16:51.100 So it's at the border between Maine and New Hampshire, 00:16:51.100 --> 00:16:52.510 right along the coastline. 00:16:52.510 --> 00:16:55.870 And people refer to this airport as Pease. 00:16:55.870 --> 00:16:59.740 You also see a lot of very specific information-- a lot 00:16:59.740 --> 00:17:01.700 of numbers and things there. 00:17:01.700 --> 00:17:07.670 So we've discussed a few times the concept of ADAS. 00:17:07.670 --> 00:17:11.869 So you see that ADAS-- so that's the frequency you can dial into 00:17:11.869 --> 00:17:14.812 to get the weather information at that airport. 00:17:14.812 --> 00:17:16.520 And you'll need to get the latest weather 00:17:16.520 --> 00:17:21.119 information before you enter and start doing the procedure. 00:17:21.119 --> 00:17:23.630 You also see the air traffic controller here 00:17:23.630 --> 00:17:29.360 is Boston approach, who you'll be talking to on 125.05. 00:17:29.360 --> 00:17:32.780 You see the Pease tower, or Portsmouth tower-- 00:17:32.780 --> 00:17:34.580 128.4. 00:17:34.580 --> 00:17:37.610 And then after you land, here's the ground controller 00:17:37.610 --> 00:17:38.698 that you talk to. 00:17:38.698 --> 00:17:40.490 PHILIP GREENSPUN: Tina, do we have to worry 00:17:40.490 --> 00:17:41.450 about those other numbers? 00:17:41.450 --> 00:17:41.950 Like 269? 00:17:44.437 --> 00:17:46.020 TINA SRISVASTAVA: Let's make it simple 00:17:46.020 --> 00:17:47.560 and say, no, you don't have to worry 00:17:47.560 --> 00:17:48.825 about those other numbers. 00:17:48.825 --> 00:17:50.050 PHILIP GREENSPUN: OK, those are for the military. 00:17:50.050 --> 00:17:51.030 That's UHF. 00:17:51.030 --> 00:17:54.960 And you won't have that in your rental Piper. 00:17:54.960 --> 00:17:56.960 TINA SRISVASTAVA: Another really important thing 00:17:56.960 --> 00:17:59.750 to pay attention to is at the top right corner 00:17:59.750 --> 00:18:01.580 is a missed approach. 00:18:01.580 --> 00:18:06.110 So if you were not able to complete the landing-- 00:18:06.110 --> 00:18:09.050 maybe you had to go around or something didn't feel safe 00:18:09.050 --> 00:18:11.930 or you lost communications when you were coming in-- 00:18:11.930 --> 00:18:14.810 and you are not able to execute the landing, 00:18:14.810 --> 00:18:16.610 then you fly a missed approach. 00:18:16.610 --> 00:18:19.040 So it tells you what to do if you weren't able to land. 00:18:19.040 --> 00:18:23.030 So it says climb to 3,000-- so 3,000 feet-- 00:18:23.030 --> 00:18:27.740 direct-- and it says this TTATT is the name 00:18:27.740 --> 00:18:29.760 of a particular location. 00:18:29.760 --> 00:18:32.060 So, TTATT. 00:18:32.060 --> 00:18:36.620 And then it says, and on track 165 degrees-- 00:18:36.620 --> 00:18:37.940 so that's the heading-- 00:18:37.940 --> 00:18:41.510 to IDEED and hold. 00:18:41.510 --> 00:18:43.820 So it basically says that if you weren't able to land, 00:18:43.820 --> 00:18:48.140 then you're supposed to continue straight, climb to 3,000 feet, 00:18:48.140 --> 00:18:50.990 to this TTATT location. 00:18:50.990 --> 00:18:54.050 And then on the track 165 degrees, 00:18:54.050 --> 00:18:56.360 to continue on to IDEED and hold. 00:18:56.360 --> 00:18:58.883 So now the middle of the approach plate 00:18:58.883 --> 00:19:00.050 really tells you what to do. 00:19:00.050 --> 00:19:02.560 There a couple different points that are really interesting. 00:19:02.560 --> 00:19:08.024 So IAF-- does anyone know what IAF stands for? 00:19:08.024 --> 00:19:10.370 AUDIENCE: [INAUDIBLE] Approach Fix. 00:19:10.370 --> 00:19:12.080 TINA SRISVASTAVA: Initial Approach Fix. 00:19:12.080 --> 00:19:14.900 So these are places where you can enter this pattern. 00:19:14.900 --> 00:19:19.920 So IAF-- you can enter here at ITAWT. 00:19:19.920 --> 00:19:22.980 There are a couple others here as well. 00:19:22.980 --> 00:19:25.950 So what it's saying is if you entered here at ITAWT, 00:19:25.950 --> 00:19:29.130 you're flying at 3,000 feet on heading 00:19:29.130 --> 00:19:35.670 118 degrees to this holding pattern right here. 00:19:35.670 --> 00:19:38.280 And every time it has these weird letters 00:19:38.280 --> 00:19:40.440 is representing another point. 00:19:40.440 --> 00:19:43.950 And then you continue straight towards the airport, 00:19:43.950 --> 00:19:45.750 to this other spot. 00:19:45.750 --> 00:19:47.340 And then here is the actual airport-- 00:19:47.340 --> 00:19:51.083 it says runway 16, where you could land right here. 00:19:51.083 --> 00:19:52.500 And if you have a missed approach, 00:19:52.500 --> 00:19:56.820 remember it said to continue straight to TTATT 00:19:56.820 --> 00:20:01.050 and then to continue on to IDEED and you can do a hold over 00:20:01.050 --> 00:20:02.220 here. 00:20:02.220 --> 00:20:05.820 So aviators are not without a sense of humor. 00:20:05.820 --> 00:20:07.800 So let's just go through what that would be. 00:20:07.800 --> 00:20:11.370 What are the names of the points along the way? 00:20:11.370 --> 00:20:21.370 You start with ITAWT, ITAWA, PUDYE, TTATT-- 00:20:21.370 --> 00:20:21.870 IDEED. 00:20:25.770 --> 00:20:27.150 So I'm getting a lot of chuckles. 00:20:27.150 --> 00:20:30.150 In case you missed that, it's I thought I saw a putty-tat. 00:20:30.150 --> 00:20:32.280 I did, I did see a putty-tat. 00:20:32.280 --> 00:20:35.460 Anyway, good cartoon for you there. 00:20:35.460 --> 00:20:38.430 So that shows you a little bit of humor 00:20:38.430 --> 00:20:41.090 in this particular approach plate. 00:20:41.090 --> 00:20:43.820 The bottom of the approach plate shows the same thing, 00:20:43.820 --> 00:20:45.750 but a profile view. 00:20:45.750 --> 00:20:48.080 So this shows the altitudes as you're going. 00:20:48.080 --> 00:20:50.390 So you start at 3,000. 00:20:50.390 --> 00:20:54.800 This is your heading, you're going along into ITAWA. 00:20:54.800 --> 00:20:58.340 And then you go down, you're descending to PUDYE. 00:20:58.340 --> 00:21:01.190 And then all the way here, where you land. 00:21:01.190 --> 00:21:05.270 And if you have to execute a missed approach, 00:21:05.270 --> 00:21:08.090 then it pictorially describes that missed approach, which 00:21:08.090 --> 00:21:11.120 is you continue straight at 3,000 feet, 00:21:11.120 --> 00:21:19.500 climb to 3,000 to TTATT and then on heading 165 to IDEED. 00:21:19.500 --> 00:21:21.480 And then here on the left, of course, 00:21:21.480 --> 00:21:23.160 is a picture of that runway. 00:21:23.160 --> 00:21:25.470 And it tells you what the runway looks like, 00:21:25.470 --> 00:21:27.060 the taxiways around it, the length 00:21:27.060 --> 00:21:28.102 of the runway, et cetera. 00:21:28.102 --> 00:21:29.768 PHILIP GREENSPUN: What are the minimums? 00:21:29.768 --> 00:21:32.020 How low can you go before seeing the runway? 00:21:32.020 --> 00:21:35.490 TINA SRISVASTAVA: The minimums depend on the type of aircraft 00:21:35.490 --> 00:21:36.870 that you have. 00:21:36.870 --> 00:21:39.360 I was skipping over it because it's fairly complicated. 00:21:39.360 --> 00:21:42.630 But this whole thing down here basically 00:21:42.630 --> 00:21:47.280 indicates the minimums in terms of your visibility 00:21:47.280 --> 00:21:48.060 as you're landing. 00:21:48.060 --> 00:21:50.460 So where it says category, it's the different types 00:21:50.460 --> 00:21:52.470 of categories of aircraft. 00:21:52.470 --> 00:21:56.610 Circling means that if you were planning to land at one runway, 00:21:56.610 --> 00:21:59.190 but you circle to land at another runway. 00:21:59.190 --> 00:22:01.920 And then it has a lot of specifics depending 00:22:01.920 --> 00:22:03.905 on the actual type of aircraft. 00:22:03.905 --> 00:22:06.230 PHILIP GREENSPUN: What about in a CIRRUS? 00:22:06.230 --> 00:22:07.263 A modern CIRRUS? 00:22:07.263 --> 00:22:09.055 TINA SRISVASTAVA: You can go ahead, Philip. 00:22:09.055 --> 00:22:09.930 PHILIP GREENSPUN: OK. 00:22:09.930 --> 00:22:11.470 So that top one is LPV. 00:22:11.470 --> 00:22:14.810 That's essentially a precision approach using the GPS. 00:22:14.810 --> 00:22:18.670 So if you have a WAAS GPS, which is the modern kind, 00:22:18.670 --> 00:22:22.940 as of about 10 years ago, you can go down to 300 feet. 00:22:22.940 --> 00:22:25.300 So if you don't see some indication of the airport 00:22:25.300 --> 00:22:28.020 environment, the runway leaving lights or something, 00:22:28.020 --> 00:22:29.890 then you can't go below 300 feet. 00:22:29.890 --> 00:22:31.420 It is time to do a missed. 00:22:31.420 --> 00:22:36.985 And it also tells you you need 2,400 feet of visibility. 00:22:36.985 --> 00:22:38.860 TINA SRISVASTAVA: In this case, that 300 feet 00:22:38.860 --> 00:22:42.520 is regardless of the category, whether it's a, b, c, d, or e-- 00:22:42.520 --> 00:22:44.770 they all show that same amount. 00:22:44.770 --> 00:22:49.370 And when Philip is talking about depending on the type-- 00:22:49.370 --> 00:22:53.590 whether you're reading here the LPV, LNAV, et cetera, 00:22:53.590 --> 00:22:54.380 on the left. 00:22:54.380 --> 00:22:56.797 PHILIP GREENSPUN: Yeah, like the LNAV approach down there, 00:22:56.797 --> 00:23:00.367 towards the bottom, that would be for an older non-WAAS GPS. 00:23:00.367 --> 00:23:01.950 TINA SRISVASTAVA: So there's obviously 00:23:01.950 --> 00:23:03.960 a lot more information on this approach plate. 00:23:03.960 --> 00:23:06.168 But those are some of the key highlights so you don't 00:23:06.168 --> 00:23:07.560 get afraid when you see these. 00:23:07.560 --> 00:23:11.250 Any questions before we move past this topic? 00:23:11.250 --> 00:23:11.828 Yes. 00:23:11.828 --> 00:23:13.328 AUDIENCE: This is a stupid question, 00:23:13.328 --> 00:23:16.080 but I've actually looked at this approach plate before 00:23:16.080 --> 00:23:17.800 and I didn't get that joke. 00:23:17.800 --> 00:23:20.195 Is there somewhere you can look up why they named them 00:23:20.195 --> 00:23:20.778 what they are? 00:23:20.778 --> 00:23:21.657 Or who named them? 00:23:21.657 --> 00:23:23.740 TINA SRISVASTAVA: Oh yeah, that's a good question. 00:23:23.740 --> 00:23:26.205 So basically, if you missed the joke-- 00:23:26.205 --> 00:23:28.500 the I taught I taw a puddy-tat joke. 00:23:28.500 --> 00:23:30.000 Is there a place you can look it up? 00:23:30.000 --> 00:23:30.630 I'm not sure. 00:23:30.630 --> 00:23:32.160 But I know a couple of people that 00:23:32.160 --> 00:23:35.190 write different articles about aviation. 00:23:35.190 --> 00:23:37.920 It'd be a good exercise to see if we can Google and find 00:23:37.920 --> 00:23:41.642 a couple of those articles and share where they figure out 00:23:41.642 --> 00:23:43.350 how they name all these different points. 00:23:47.030 --> 00:23:48.830 OK, so if you want to learn-- 00:23:48.830 --> 00:23:49.890 yes, go ahead. 00:23:49.890 --> 00:23:51.492 AUDIENCE: What are the speeds? 00:23:51.492 --> 00:23:52.700 TINA SRISVASTAVA: The speeds. 00:23:52.700 --> 00:23:54.610 Yeah, absolutely-- so what speed do 00:23:54.610 --> 00:23:59.043 you have to be as you're flying these different approaches? 00:23:59.043 --> 00:24:00.085 Do you want to tackle it? 00:24:00.085 --> 00:24:01.160 PHILIP GREENSPUN: Yeah, I'll just talk about that. 00:24:01.160 --> 00:24:02.618 If you're in a really busy airport, 00:24:02.618 --> 00:24:06.160 they may tell you to keep your speed up so that you don't 00:24:06.160 --> 00:24:08.650 clog up the works for the jet. 00:24:08.650 --> 00:24:10.420 And also autopilots don't work that well 00:24:10.420 --> 00:24:12.220 if you're going really slowly. 00:24:12.220 --> 00:24:15.670 So it's probably conventional in something like a CIRRUS 00:24:15.670 --> 00:24:19.750 to be going around 120 knots before you 00:24:19.750 --> 00:24:21.430 get to the final approach fix. 00:24:21.430 --> 00:24:24.000 You're going to put in one notch of flaps just before. 00:24:24.000 --> 00:24:27.790 And 120 knots is the limitation on an older CIRRUS, for flaps. 00:24:27.790 --> 00:24:30.610 So you'll slow down to maybe 105 as you're 00:24:30.610 --> 00:24:32.982 going down the glide slope. 00:24:32.982 --> 00:24:35.860 And then once you break out of the clouds-- 00:24:35.860 --> 00:24:37.940 let's say at 500 feet above the runway-- 00:24:37.940 --> 00:24:40.480 although, the minimum there was 300 above sea level, which 00:24:40.480 --> 00:24:42.670 is 200 feet above the runway. 00:24:42.670 --> 00:24:44.170 You put in the full flaps and you'll 00:24:44.170 --> 00:24:48.780 slow down to your final approach speed of 75 or 80 knots. 00:24:48.780 --> 00:24:52.588 So those would be the typical speeds on a precision approach. 00:24:52.588 --> 00:24:54.880 TINA SRISVASTAVA: And if you're practicing, you're new, 00:24:54.880 --> 00:24:57.310 it's OK to go a little slower. 00:24:57.310 --> 00:25:00.390 They'll tell you if there are other people behind you. 00:25:00.390 --> 00:25:01.930 Holds are a good time-- 00:25:01.930 --> 00:25:04.460 the whole point is to basically take time and slow down. 00:25:04.460 --> 00:25:06.580 They're trying to get you to wait for some reason. 00:25:06.580 --> 00:25:08.252 So you might want to go 90 knots. 00:25:08.252 --> 00:25:10.210 The reason you don't want to go much below that 00:25:10.210 --> 00:25:13.000 is, of course, you are doing so many things in the airplane 00:25:13.000 --> 00:25:15.003 to get prepared for the approach, 00:25:15.003 --> 00:25:17.170 you don't want to get down into very slow air speeds 00:25:17.170 --> 00:25:18.427 where you could stall as well. 00:25:18.427 --> 00:25:19.510 That could be a big issue. 00:25:23.360 --> 00:25:25.220 So now just talking about how you go on 00:25:25.220 --> 00:25:27.320 to get your instrument flight rating. 00:25:27.320 --> 00:25:29.690 There's some good resources here to point out. 00:25:29.690 --> 00:25:31.580 And this talks a little bit about the time-- 00:25:31.580 --> 00:25:35.180 that XC just stands for Cross-Country Time. 00:25:35.180 --> 00:25:38.810 Then you actually need time and in actual IMC conditions 00:25:38.810 --> 00:25:40.110 or in simulated. 00:25:40.110 --> 00:25:42.200 So that's where you're wearing your goggles 00:25:42.200 --> 00:25:45.250 or your foggles or your hood. 00:25:45.250 --> 00:25:50.410 And again, you can actually do a little bit of simulated flight 00:25:50.410 --> 00:25:51.410 training as well. 00:25:51.410 --> 00:25:53.410 So some places have a red bird simulator 00:25:53.410 --> 00:25:55.420 or other types of simulator where you can 00:25:55.420 --> 00:25:57.460 do some simulated flight time. 00:25:57.460 --> 00:25:59.200 Sometimes that'll save you a little bit 00:25:59.200 --> 00:26:02.710 of money, because you don't have to spend the engine 00:26:02.710 --> 00:26:05.590 hours to fly out to wherever you're doing the approach. 00:26:05.590 --> 00:26:07.480 And you can just restart very quickly. 00:26:07.480 --> 00:26:10.630 So there could be some advantages of that. 00:26:10.630 --> 00:26:12.970 And then, Philip, you have some advice here 00:26:12.970 --> 00:26:15.030 on how you get your IFR rating. 00:26:15.030 --> 00:26:17.530 PHILIP GREENSPUN: Yeah, I think if you're going to do this-- 00:26:17.530 --> 00:26:19.822 once you finish your private-- these higher performance 00:26:19.822 --> 00:26:21.880 airplanes aren't great for training. 00:26:21.880 --> 00:26:25.060 The little Pipers and Cessnas are probably better, 00:26:25.060 --> 00:26:26.470 just because they're slower. 00:26:26.470 --> 00:26:31.460 But as soon as you're going to work on the instrument rating 00:26:31.460 --> 00:26:35.230 and do transportation, then it's time to get into the CIRRUS 00:26:35.230 --> 00:26:37.810 or get into the Bonanza that you're intending to use 00:26:37.810 --> 00:26:39.070 for family transportation. 00:26:39.070 --> 00:26:42.490 Time and type and realistic-- going with an instructor 00:26:42.490 --> 00:26:44.620 on the trips that you're actually going to do-- 00:26:44.620 --> 00:26:46.810 is invaluable for safety. 00:26:46.810 --> 00:26:51.658 I think one good way to do it is do a big cross-country trip 00:26:51.658 --> 00:26:52.450 with an instructor. 00:26:52.450 --> 00:26:55.780 Or just go to Florida, go to California, go to Alaska. 00:26:55.780 --> 00:26:58.430 And do an approach every hour. 00:26:58.430 --> 00:27:00.970 So then you go through a lot of weather systems 00:27:00.970 --> 00:27:03.400 and you get very comfortable with getting the weather 00:27:03.400 --> 00:27:06.760 information, filing flight plans, working with controllers 00:27:06.760 --> 00:27:10.022 in different situations. 00:27:10.022 --> 00:27:11.980 TINA SRISVASTAVA: One other thing I would add-- 00:27:11.980 --> 00:27:14.830 it's a cool trick you might not have heard of. 00:27:14.830 --> 00:27:18.460 So whenever you're getting an instruction, 00:27:18.460 --> 00:27:20.680 you have to pay not only for the aircraft rental, 00:27:20.680 --> 00:27:22.550 but for the time of your instructor. 00:27:22.550 --> 00:27:25.163 Well, if you take an instrument flight and you practice 00:27:25.163 --> 00:27:27.580 an approach and then you just want to practice it a couple 00:27:27.580 --> 00:27:31.300 of times yourself, you can actually go up without 00:27:31.300 --> 00:27:33.820 your instructor-- without any view-limiting devices, 00:27:33.820 --> 00:27:34.513 of course-- 00:27:34.513 --> 00:27:36.430 where you can fully look outside the airplane. 00:27:36.430 --> 00:27:38.222 And you can keep flying that same approach. 00:27:38.222 --> 00:27:40.690 So you can actually fly practice approaches 00:27:40.690 --> 00:27:43.060 without actually being in an instrument condition 00:27:43.060 --> 00:27:46.180 or with view-limiting devices, to just practice the mechanics 00:27:46.180 --> 00:27:47.200 of the whole thing. 00:27:47.200 --> 00:27:48.682 How you deal with airspeed, who's 00:27:48.682 --> 00:27:50.140 going to start talking to you next, 00:27:50.140 --> 00:27:51.470 what do you need to do next. 00:27:51.470 --> 00:27:53.540 And I find that to be very useful. 00:27:53.540 --> 00:27:55.420 You'll also find on that-- 00:27:55.420 --> 00:27:56.920 you heard from Sebastian yesterday 00:27:56.920 --> 00:27:58.870 about the MIT Flying Club. 00:27:58.870 --> 00:28:04.220 So there's an email list-- flying-pilots@mit.edu. 00:28:04.220 --> 00:28:07.210 So once you become a pilot, it's great to be on that list 00:28:07.210 --> 00:28:10.090 because instrument-rated pilots have to keep 00:28:10.090 --> 00:28:11.710 practicing their approaches. 00:28:11.710 --> 00:28:14.020 And so they need somebody to sit next to them 00:28:14.020 --> 00:28:16.480 to look out the airplane for other aircraft 00:28:16.480 --> 00:28:19.450 while they're wearing their view-limiting devices. 00:28:19.450 --> 00:28:21.280 And that person is called a safety pilot. 00:28:21.280 --> 00:28:23.953 So as long as you have your private pilot license, 00:28:23.953 --> 00:28:25.870 even if you don't have your instrument rating, 00:28:25.870 --> 00:28:27.520 you can serve as a safety pilot. 00:28:27.520 --> 00:28:28.800 So it's a great way-- 00:28:28.800 --> 00:28:31.000 and cheap way-- to get a lot of practice 00:28:31.000 --> 00:28:34.810 in and see an instrument pilot at work 00:28:34.810 --> 00:28:36.130 trying to do an approach. 00:28:36.130 --> 00:28:38.725 And you can sit there and learn and look out. 00:28:38.725 --> 00:28:41.350 PHILIP GREENSPUN: And you get to log that time as safety pilot, 00:28:41.350 --> 00:28:42.900 as if you had been flying. 00:28:42.900 --> 00:28:44.335 So it's a good way to build up flying experience. 00:28:44.335 --> 00:28:45.490 TINA SRISVASTAVA: Yeah, highly recommended. 00:28:45.490 --> 00:28:47.650 PHILIP GREENSPUN: Here's a question for you guys. 00:28:47.650 --> 00:28:51.670 So the safety pilot-- you heard about 00:28:51.670 --> 00:28:53.530 the medical certification. 00:28:53.530 --> 00:28:56.110 Let's say the person practicing the approach 00:28:56.110 --> 00:28:57.340 has a first class medical. 00:28:57.340 --> 00:28:59.770 So they're very healthy and the FAA 00:28:59.770 --> 00:29:02.980 thinks the pilot is unlikely to have a heart attack and keel 00:29:02.980 --> 00:29:05.860 over while under the hood. 00:29:05.860 --> 00:29:10.740 Does the safety pilot need to have a current medical 00:29:10.740 --> 00:29:12.555 to serve as safety pilot? 00:29:12.555 --> 00:29:15.129 What do you guys think? 00:29:15.129 --> 00:29:16.973 AUDIENCE: Yes. 00:29:16.973 --> 00:29:18.390 PHILIP GREENSPUN: It's ridiculous. 00:29:18.390 --> 00:29:21.720 That person has a heart attack, the regular pilot 00:29:21.720 --> 00:29:24.255 can just take off the hood and fly. 00:29:27.220 --> 00:29:29.420 The safety pilot shouldn't need a medical, right? 00:29:29.420 --> 00:29:35.060 As long as their last words are, you have the controls. 00:29:35.060 --> 00:29:37.820 But in fact, the safety pilot is a required crew member 00:29:37.820 --> 00:29:39.170 for that operation. 00:29:39.170 --> 00:29:45.220 So the Feds say that he or she must have a current medical. 00:29:45.220 --> 00:29:47.442 TINA SRISVASTAVA: And just that joke 00:29:47.442 --> 00:29:49.400 that Philip said about-- you have the controls. 00:29:49.400 --> 00:29:50.817 I'll just take a moment to explain 00:29:50.817 --> 00:29:51.980 what he's talking about. 00:29:51.980 --> 00:29:54.927 When you hand over control, you take the controls, 00:29:54.927 --> 00:29:57.260 it's important to have what's called a positive exchange 00:29:57.260 --> 00:29:58.200 of controls. 00:29:58.200 --> 00:30:00.950 So if I'm flying the airplane and I'm 00:30:00.950 --> 00:30:03.807 giving the controls to Philip, I'll say, you have controls. 00:30:03.807 --> 00:30:05.390 PHILIP GREENSPUN: I have the controls. 00:30:05.390 --> 00:30:06.890 TINA SRISVASTAVA: You have controls. 00:30:06.890 --> 00:30:09.920 So that reconfirming-- make sure that you 00:30:09.920 --> 00:30:11.420 know who's flying the airplane so 00:30:11.420 --> 00:30:12.920 that you don't result in a situation 00:30:12.920 --> 00:30:13.880 where no one's flying. 00:30:13.880 --> 00:30:14.240 Yes. 00:30:14.240 --> 00:30:15.330 AUDIENCE: When do your hands come off 00:30:15.330 --> 00:30:16.580 the controls in that exchange? 00:30:16.580 --> 00:30:18.122 TINA SRISVASTAVA: I usually keep them 00:30:18.122 --> 00:30:20.600 on up until I really know that he knows what he's doing. 00:30:20.600 --> 00:30:22.760 So I actually keep it on a little bit 00:30:22.760 --> 00:30:26.600 longer to make sure he knows and he doesn't start turning 00:30:26.600 --> 00:30:27.840 in some other direction. 00:30:27.840 --> 00:30:29.920 PHILIP GREENSPUN: I think on that third one. 00:30:29.920 --> 00:30:31.962 TINA SRISVASTAVA: The final, "You have controls." 00:30:31.962 --> 00:30:32.935 PHILIP GREENSPUN: Especially important in a helicopter. 00:30:32.935 --> 00:30:33.920 TINA SRISVASTAVA: That's when you let go. 00:30:33.920 --> 00:30:34.880 PHILIP GREENSPUN: The good thing about airplanes 00:30:34.880 --> 00:30:37.670 is you can take your hands off and the airplane just keeps 00:30:37.670 --> 00:30:38.900 doing whatever it was doing. 00:30:38.900 --> 00:30:41.790 But the helicopter is inherently unstable. 00:30:41.790 --> 00:30:47.000 So yeah, it's important that you don't take your hands off 00:30:47.000 --> 00:30:49.130 until you hear that third acknowledgment. 00:30:49.130 --> 00:30:49.490 TINA SRISVASTAVA: Yes. 00:30:49.490 --> 00:30:51.323 AUDIENCE: How long does a cross-country trip 00:30:51.323 --> 00:30:53.785 take, from here to California? 00:30:53.785 --> 00:30:55.160 TINA SRISVASTAVA: So the question 00:30:55.160 --> 00:30:57.740 was how long does it take to fly from here to California? 00:30:57.740 --> 00:31:00.230 The answer really depends on which type of aircraft 00:31:00.230 --> 00:31:01.040 you're flying. 00:31:01.040 --> 00:31:03.980 So a little Cessna 172 would take a long time, 00:31:03.980 --> 00:31:09.920 because it basically is twice as fast as a car. 00:31:09.920 --> 00:31:11.450 And it's as the crow flies. 00:31:11.450 --> 00:31:13.820 But if you're flying a fancy CIRRUS, 00:31:13.820 --> 00:31:15.705 you can get much faster. 00:31:15.705 --> 00:31:18.230 PHILIP GREENSPUN: You get a headwind going west, generally. 00:31:18.230 --> 00:31:20.660 So it's probably going to take about 15 hours 00:31:20.660 --> 00:31:24.890 to get to California, maybe a little over 20 00:31:24.890 --> 00:31:26.120 in a Cessna or a Piper. 00:31:26.120 --> 00:31:29.060 And then you'll get a little speed boost on the way back. 00:31:32.270 --> 00:31:35.240 There are various companies that offer 10 day instrument 00:31:35.240 --> 00:31:35.780 ratings. 00:31:35.780 --> 00:31:37.130 And they fly around a lot. 00:31:37.130 --> 00:31:39.320 So a couple of weeks to get to California and back 00:31:39.320 --> 00:31:41.630 is reasonably comfortable while doing flight training 00:31:41.630 --> 00:31:43.115 along the way. 00:31:43.115 --> 00:31:45.240 TINA SRISVASTAVA: One of the biggest things that'll 00:31:45.240 --> 00:31:47.282 slow you down is not how fast your plane can fly, 00:31:47.282 --> 00:31:49.650 but also your own fatigue, which we'll 00:31:49.650 --> 00:31:52.847 talk about in human factors. 00:31:52.847 --> 00:31:54.430 All right are there any more questions 00:31:54.430 --> 00:31:57.190 on instrument flight or instrument 00:31:57.190 --> 00:31:58.840 meteorological conditions? 00:32:01.390 --> 00:32:02.228 Yes. 00:32:02.228 --> 00:32:04.100 AUDIENCE: What's your opinion on the steam 00:32:04.100 --> 00:32:06.545 gauge versus the glass cockpit for [INAUDIBLE]?? 00:32:06.545 --> 00:32:07.920 TINA SRISVASTAVA: So the question 00:32:07.920 --> 00:32:11.640 was what's our opinion on steam gauge versus a glass cockpit? 00:32:11.640 --> 00:32:14.280 I think we know Philip's opinion here. 00:32:14.280 --> 00:32:16.720 I've actually flown both. 00:32:16.720 --> 00:32:20.610 I think that with the G1000, or glass cockpit, what's nice 00:32:20.610 --> 00:32:23.400 is you can load the approach and it'll actually 00:32:23.400 --> 00:32:27.330 show the full flight plan that you're supposed 00:32:27.330 --> 00:32:28.805 to fly for a given approach. 00:32:28.805 --> 00:32:30.680 And you can actually have a whole flight plan 00:32:30.680 --> 00:32:32.370 where you have multiple approaches, one 00:32:32.370 --> 00:32:33.600 after the other. 00:32:33.600 --> 00:32:37.120 And it puts it up there and it makes it very easy. 00:32:37.120 --> 00:32:39.540 But I will say that to learn it-- 00:32:39.540 --> 00:32:41.430 I've actually done instrument training 00:32:41.430 --> 00:32:44.230 on both the steam gauge and the glass cockpit. 00:32:44.230 --> 00:32:46.290 And I think that steam gauge obviously keeps you 00:32:46.290 --> 00:32:47.670 on your toes a lot more. 00:32:47.670 --> 00:32:49.110 You really know what's happening. 00:32:49.110 --> 00:32:51.600 You're using your heading bug to do 00:32:51.600 --> 00:32:53.460 a lot more, because you can't enter some 00:32:53.460 --> 00:32:54.940 of these things in advance. 00:32:54.940 --> 00:32:57.000 And so I think it's really helpful 00:32:57.000 --> 00:33:00.960 to learn how to do that, just like I think, for example, 00:33:00.960 --> 00:33:02.217 your autopilot is amazing. 00:33:02.217 --> 00:33:04.050 You should have an autopilot if you're going 00:33:04.050 --> 00:33:05.490 to fly across the country. 00:33:05.490 --> 00:33:07.673 But you shouldn't use your autopilot 00:33:07.673 --> 00:33:09.090 when you're doing flight training, 00:33:09.090 --> 00:33:11.048 because the first thing Mark Nathanson, the FAA 00:33:11.048 --> 00:33:14.070 examiner will do, will be, oh, look, your autopilot died. 00:33:14.070 --> 00:33:16.740 Now you have to learn how to fly without it. 00:33:16.740 --> 00:33:20.310 So I think for flight training, I recommend both. 00:33:20.310 --> 00:33:24.900 The other reason I continue to fly both steam gauge and G1000 00:33:24.900 --> 00:33:27.535 is that I fly with a lot of other friends. 00:33:27.535 --> 00:33:29.160 So we talked about the MIT Flying Club, 00:33:29.160 --> 00:33:30.330 you fly with your peers. 00:33:30.330 --> 00:33:32.357 There's also a group of women pilots-- 00:33:32.357 --> 00:33:34.440 we call ourselves The Women Pilots of New England. 00:33:34.440 --> 00:33:36.090 We basically bumped into each other 00:33:36.090 --> 00:33:39.010 in the parking lots of airports and now get together. 00:33:39.010 --> 00:33:41.350 We're actually having a dinner tonight at 6:00 PM, 00:33:41.350 --> 00:33:45.130 so if any women pilots want to join, please do. 00:33:45.130 --> 00:33:48.152 PHILIP GREENSPUN: Or pilots who identify as women. 00:33:48.152 --> 00:33:49.110 TINA SRISVASTAVA: Sure. 00:33:49.110 --> 00:33:52.620 And these groups that you fly with on these fly-outs, 00:33:52.620 --> 00:33:54.420 it's often the case that you want 00:33:54.420 --> 00:33:58.410 to have two pilots flying in a given airplane. 00:33:58.410 --> 00:34:00.030 And one flies there. 00:34:00.030 --> 00:34:03.160 And one's PIC there and one's PIC on the way back. 00:34:03.160 --> 00:34:05.550 And so if you have a lot of friends 00:34:05.550 --> 00:34:08.520 that fly the steam gauges, which are cheaper to rent, 00:34:08.520 --> 00:34:11.070 you want to make sure you're current in that airplane 00:34:11.070 --> 00:34:12.343 if you want to fly with them. 00:34:12.343 --> 00:34:14.760 And if you fly a G1000, you want to make sure your friends 00:34:14.760 --> 00:34:16.940 that you fly with also fly G1000s. 00:34:16.940 --> 00:34:19.489 So I fly both, because I have friends that fly both. 00:34:19.489 --> 00:34:22.620 And we want to make sure that we can fly together 00:34:22.620 --> 00:34:23.383 on these fly-outs. 00:34:23.383 --> 00:34:25.800 PHILIP GREENSPUN: Yeah, so despite the fact that I usually 00:34:25.800 --> 00:34:29.310 fly glass cockpit aircraft, I do fly instrument approaches 00:34:29.310 --> 00:34:34.219 in R44 helicopter instrument trainers. 00:34:34.219 --> 00:34:38.159 And those are more challenging, because there's no autopilot. 00:34:38.159 --> 00:34:41.429 And the machine is inherently much less stable 00:34:41.429 --> 00:34:43.110 than the airplane. 00:34:43.110 --> 00:34:44.159 So that's steam gauges. 00:34:44.159 --> 00:34:46.560 So I wouldn't say there's a big difference. 00:34:46.560 --> 00:34:49.080 Really, the world of instrument flying-- 00:34:49.080 --> 00:34:51.540 if you transfer your skills from the visual flying 00:34:51.540 --> 00:34:54.677 world to the instrument world-- and they do transfer very well. 00:34:54.677 --> 00:34:56.969 When you're flying visually, you're spending about 80%, 00:34:56.969 --> 00:35:00.690 90% of your time looking out the window at the natural horizon. 00:35:00.690 --> 00:35:02.610 When you transfer that to instrument, 00:35:02.610 --> 00:35:04.440 you're spending 80% or 90% of your time 00:35:04.440 --> 00:35:08.190 looking at the artificial horizon, or attitude indicator. 00:35:08.190 --> 00:35:10.283 And if you hold a constant attitude, 00:35:10.283 --> 00:35:12.450 the rest of the instruments take care of themselves. 00:35:12.450 --> 00:35:14.070 The experienced instrument instructors 00:35:14.070 --> 00:35:17.650 will often cover up all five of the other instruments, which 00:35:17.650 --> 00:35:20.160 gets a little harder from the glass cockpit-- 00:35:20.160 --> 00:35:22.320 a lot of Post-Its. 00:35:22.320 --> 00:35:29.070 And have the IFR student try to hold the constant attitude 00:35:29.070 --> 00:35:30.810 as best they can. 00:35:30.810 --> 00:35:35.220 And then remove the Post-Its after, say, two minutes. 00:35:35.220 --> 00:35:38.310 And you'll find that you've only gained a couple hundred feet 00:35:38.310 --> 00:35:42.270 and you've only lost maybe 10 degrees of heading. 00:35:42.270 --> 00:35:44.130 The FAA has terrible advice about how 00:35:44.130 --> 00:35:45.540 to be an instrument pilot. 00:35:45.540 --> 00:35:48.110 They say scan the six-pack. 00:35:48.110 --> 00:35:50.260 So spend, essentially, one sixth of the time. 00:35:50.260 --> 00:35:53.100 You used to spend 90% of your time looking at the attitude 00:35:53.100 --> 00:35:53.760 indicator? 00:35:53.760 --> 00:35:55.550 Now, let's spend 1/6 of your time. 00:35:55.550 --> 00:35:58.050 Or spend half of your time-- look at the attitude indicator, 00:35:58.050 --> 00:35:59.290 look at these other things. 00:35:59.290 --> 00:36:03.030 But if you actually study high-time instrument pilots 00:36:03.030 --> 00:36:05.550 or jet pilots, you'll find that they're really 00:36:05.550 --> 00:36:09.840 focusing on the attitude indicator 80%, 90% of the time, 00:36:09.840 --> 00:36:11.070 like I said. 00:36:11.070 --> 00:36:12.930 And if they don't do that-- 00:36:12.930 --> 00:36:14.460 I actually once flew with a guy. 00:36:14.460 --> 00:36:15.920 He was an MIT grad-- 00:36:15.920 --> 00:36:19.290 he was an MIT PhD. 00:36:19.290 --> 00:36:22.770 The FAA told him to scan like this, so he does. 00:36:22.770 --> 00:36:24.900 And that airplane was all over the sky, 00:36:24.900 --> 00:36:26.970 but he was constantly recorrecting it. 00:36:26.970 --> 00:36:29.880 And he was right within the ACS standards 00:36:29.880 --> 00:36:31.702 of about plus or minus 100 feet and-- 00:36:31.702 --> 00:36:33.660 I don't know, maybe it's 10 degrees of heading. 00:36:33.660 --> 00:36:38.100 But we were in actual conditions a Piper Arrow 00:36:38.100 --> 00:36:40.670 with pretty limited backup facilities. 00:36:40.670 --> 00:36:43.170 So that was truly terrifying, because he's somebody actually 00:36:43.170 --> 00:36:47.250 doing what the FAA says to do. 00:36:47.250 --> 00:36:48.750 The other thing about glass cockpits 00:36:48.750 --> 00:36:52.560 that I do like is it's great for night 00:36:52.560 --> 00:36:56.370 flying, because the illumination is very uniform. 00:36:56.370 --> 00:36:59.940 So one problem with steam gauges is that, at night, 00:36:59.940 --> 00:37:02.910 some of the instruments can be dimmer or brighter 00:37:02.910 --> 00:37:03.810 than the others. 00:37:03.810 --> 00:37:06.520 I actually had a Diamond Star, a DA40-- 00:37:06.520 --> 00:37:08.533 and the attitude indicator-- 00:37:08.533 --> 00:37:10.450 which is the thing that you want to be using-- 00:37:10.450 --> 00:37:12.730 was the dimmest instrument in the panel. 00:37:12.730 --> 00:37:13.990 And that was very annoying. 00:37:13.990 --> 00:37:16.012 They were back-lit-- the instruments 00:37:16.012 --> 00:37:17.470 themselves had the lights in there. 00:37:17.470 --> 00:37:19.918 So there was really no way to adjust it. 00:37:19.918 --> 00:37:22.210 I think you're going to find that glass panel is what's 00:37:22.210 --> 00:37:25.750 in almost every aircraft within five or 10 years, 00:37:25.750 --> 00:37:29.410 because it's just getting too expensive to maintain 00:37:29.410 --> 00:37:30.490 these mechanical gyros. 00:37:30.490 --> 00:37:32.920 If you send out a mechanical attitude indicator 00:37:32.920 --> 00:37:35.410 to be overhauled, that's $2,000. 00:37:35.410 --> 00:37:38.170 And the glass cockpit replacement 00:37:38.170 --> 00:37:39.983 might only be $3,000 or $4,000. 00:37:39.983 --> 00:37:41.650 And you'll never have to touch it again. 00:37:44.900 --> 00:37:46.670 TINA SRISVASTAVA: When we polled earlier 00:37:46.670 --> 00:37:50.930 in terms of people who've gone flying before-- 00:37:50.930 --> 00:37:53.600 so I'm going to ask three things. 00:37:53.600 --> 00:37:55.730 Did you fly in a steam gauge airplane? 00:37:55.730 --> 00:37:58.160 Did you find in a G1000, or glass cockpit? 00:37:58.160 --> 00:37:59.930 Or have you flown in both? 00:37:59.930 --> 00:38:03.020 So, steam gauge. 00:38:03.020 --> 00:38:04.220 About half of you. 00:38:04.220 --> 00:38:08.210 And then G1000, or glass cockpit. 00:38:08.210 --> 00:38:11.090 Oh, only two or three. 00:38:11.090 --> 00:38:12.680 And then if you've done both. 00:38:16.340 --> 00:38:17.580 Only a handful. 00:38:17.580 --> 00:38:19.220 So actually, it looks like the-- 00:38:19.220 --> 00:38:20.330 well, and of course, there are a bunch of you 00:38:20.330 --> 00:38:21.413 that haven't flown at all. 00:38:21.413 --> 00:38:23.510 But the ones that have, it looks like primarily 00:38:23.510 --> 00:38:24.622 in the steam gauges. 00:38:24.622 --> 00:38:25.580 So that's good to know. 00:38:25.580 --> 00:38:27.470 AUDIENCE: 30 years ago, they hadn't been invented. 00:38:27.470 --> 00:38:29.887 TINA SRISVASTAVA: 30 years ago, they hadn't been invented. 00:38:29.887 --> 00:38:31.190 All right, that's true. 00:38:31.190 --> 00:38:32.317 Well, this was great. 00:38:32.317 --> 00:38:34.400 And Philip talked a little bit about night flying. 00:38:34.400 --> 00:38:36.233 We're going to have a whole section on night 00:38:36.233 --> 00:38:37.307 flying tomorrow. 00:38:37.307 --> 00:38:39.140 But now we're going to do a break for lunch. 00:38:39.140 --> 00:38:42.410 We'll give you about 45 minutes to get food. 00:38:42.410 --> 00:38:45.290 Please come back a little bit before the hour and we'll 00:38:45.290 --> 00:38:46.790 get started right at 1 o'clock. 00:38:46.790 --> 00:38:48.340 Thanks.