1:35 So in this case the TCDS would tell you whether you need to look at CAR 3 or FAR part 23? Its either one or the other?

what is “time in aircraft”?

Awesome video thank you so much

4:00 LOL

You earned a like and subscription. And you didn't even have to ask. Thanks for making it plain

Even with the KOEL or MEL, it goes to a licensed mechanic. AC 91-67A explains 91.213(d) in detail. Pilots shouldn't act as maintenance personnel or guide themselves through certification requirements. In the example, the mechanic should not have deferred carb heat, and being unable to respond to carb ice poses a hazard to the flight and aircraft. The pilot has the final say as to the airworthiness of the plane, so they got the violation. From AC 91-67A: [...When an operator elects to operate wiaout an MEL, any inoperative instrument or equipment itemsither be repaired, removed, deactivated, or insected, and then placarded. Repair, removal, deactivation, or inspection must be performed by a person authorized to perform aircraft maintenance in accordance with § 43.3... ...Regardless of the method of deactivation, a person authorized to approve the aircraft for return to service under § 43.7 must make the maintenance record entry required by § 43.9. No person may operate the aircraft without the entry required by § 43.9.] Intersting examples of the AD changes, when an AD is issued in that regard, the mechanic is prompted to update the POH in accordance and/or fabricate a placard informing the pilot of the equipment requirement. However in this case, Lycoming wanted to include longer inspection intervals, the AD actually states: "This AD does not consider whether an operational carbonmonoxide detector is installed in the airplane." therefore a monitor wouldn't effect inspections by AD compliance.

This is gonna help me for my checkride this week. Thanks !

This video is really good. Why is your material only available for Iphone?

Great educational video, I definitely learned something new! ATOMATOFLAMES and ATAPER PDLL are still great acronyms to get familiar with the topic of required and inop equipment. As for 91.215, that’s operation and airspace specific.

Great explanation, dead on and accurate. Thanks so much, well done!

How did something so simple and beautiful become complex and over burdened? the answer begins with the letter "L".

Most of the FAR,s are written in blood…

I love your style, speed, and preparedness of your presentation in your videos. I don't have to watch at 1.5x speed! Best description of why the VFR minimums exist. Thank you, subscribed.

Speak just a little quicker. 👍 Thanks.

Can I use your PDFs on a checkride?

Great background info. Thanks!

I have refused to memorize this Tomato on Fire nonsense. If it’s broken, just fix it. I’m not flying with broken things.

Your delivery gave me flashbacks to my thermo prof. This isn’t a bad thing. Some of the only material I retained from my bsme.

Nice job, very helpful.

Just found your website and like it. I still do a bit of instruction so this helps and old man. One thing though! I will NOT under any circumstances (to borrow from the Cowardly Lion) not no way, no how...allow the aircraft logbooks to go anywhere. They are locked in a safe and only myself (I am the mechanic)is allowed to move them. I WILL make copies of the pertinent pages for a student to take with them. Sending logbooks is a major NO NO.

This was absolutely brilliant, thank you. I have a check ride coming up and this is a frustrating area.

great nuance and discussion

Hey you made a great video and the algorithm thinks so too! Keep going, subscribed

Since the algorithm shows your channel to non aviation people, you should explain what ACS & TOMATO FLAMES is. Example: ACS (Airman Certification Standard) ...etc.

I've always hated ATOMATOFLAMES. It's useless to memorize. If something is inop while you are preflighting, you can look it up. If something GOES inop in flight, cool, you're already flying. Land and look it up. you will never be in a situation that will require you to recite off ATOMATOFLAMES even in a checkride

You didn't explain where the weighting (score) came from and how weighting is dependent on the pilot's experience. I also thought there was a substantial number of factors that would be prudent to add such as recency, competence in using the equipment, routing, en route winds, etc. FRATs are complex to develop and this was a bit too simple but did a good job on introducing the concept.

Loving these videos. They should really help a lot when I do my ppl checkride…hopefully sometime this year

Awesome 😎😎😎😎😎😎😎😎 thanks

Awesome 😎😎😎😎😎😎

So awesome 😎😎😎😎😎😎 sir

Awesome 😎😎😎😎😎😎👍💯🆒😍

The real answer is because there are never enough self-invented tasks for pencil pushers. Show me a device that measures your distance from a small cloud, then I'll agree there is reason. Plus, with DPEs and Instructors alike, on a daily basis the rules are broken. This is one of the biggest jokes of the US rule system.

Nice summary. I believe, however, that the 500’ below limitation for “standard” VFR is probably to allow more wiggle room on low overcast days. Specifically, if it was 1,000’ below and you needed to maintain 1,000’ AGL over congested areas you couldn’t fly unless the ceiling was 2,000’ or more.

Where can I get the flight plan quick ref?

Finally. Thank you so much. This should be in every aviation book BEFORE VFR weather minimums are mentioned.

The 500 below vs 1000 above is probably wrong. The more likely reason is because commercial airliners tend to descend slowly and climb faster. So 500 below and 1000 above makes sense. Overall though - this visibility calculation and collision avoidance reaction time just shows why see and avoid doesn't work and why these minima are complete BS. That calculation assumes one of the pilots sees the other one. Why would they? They could both be in each other's blind spot. Completely ridiculous. Let's just come up with some BS theoretical number and keep doubling it... come on. The real problem with VFR weather minima is of course that they can't be enforced or even followed, not even by the most well-intended pilot. You can't measure distance to a cloud (outside of certain very specific circumstances where exact measurements are present), so the whole thing is a complete joke. Of course, this is probably the most amount of rote memorization anywhere in the private ACS, a complete waste of time and brainpower.

This was very insightful, especially the 500 below and 1000 above part. Thanks for the clear explanation, relating it back to the reaction time!

Keep up the good work Patrick. Love the app so far!!

The “cash only” has to stop.