They were supposed to go out automatically. Let me double check. It sounds like you didn’t get yours, so I’ll send out a manual email. Thanks for the comment!

Good morning. For everyone that expressed interest, it appears the automated email of your coupon code didn’t work as designed/configured. Thank you to @kasm10 for letting me know. I am going to be sending out the coupon codes by hand, but it will take me a few days to get them all out. I apologize for the delay. Thank you so much for the interest!

Thank you and thanks for the continued comments!!

I’m so glad it was helpful. Are there other things that have you struggling?

You are very welcome. Thanks for the comment!

You are very welcome. I’m glad the video helped. Are there other VOR questions you still have that might make a good follow-on video? Thanks!

Thank you for the comment. I’m glad the videos are helpful.

Thank you for the comment. I’m very glad the video was helpful, and I’m very glad the last section helped cement the concepts. Thank you!

No problem. Thank you!

🤣. I’ve used (and heard) that answer before. Having said that, we also had a DPE that said, “Nope, find me a way to take everybody and everything.” That meant a lot of fuel stops, but his point was made. Thanks for the comment.

Thank you for the comment! Congratulations on earning your Private Pilot License! That is a HUGE accomplishment. I'm so honored that these videos were helpful in the process!!

That makes the potential savings even better. 😁 Pricing definitely depends on location and what you are flying. $250 an hour wet would be quite expensive for a Cessna 150 in our area but I have heard of some smaller airports in the midwest that have less expensive rates. Thanks for the comment!

Thank you!

That is a bit trickier. For warmer than standard operations, the FAA believes that as long as everyone has the correct Sea Level Pressure entered in their altimeter, they will all be experiencing similar errors. And since in warm weather the True Altitude is higher than Indicated Altitude, that should allow pilots to maintain separation and avoid obstacles. Cold weather is a different story. In these cases, there is a compensation chart. The chart can be found on page 8-5 of the PHAK. However, a more detailed explanation of the same chart and how to use it can be found in section 1.8 of the Aeronautical Information Publication (Link: www.faa.gov/air_traffic/publications/atpubs/aip_html/part2_enr_section_1.8.html). However, having said all this, for most VFR operations, knowing the propensity for indicated altitudes to be too high in cold weather and allowing a “buffer” should be enough to maintain safety. I hope this helps! Thanks for the comment and question!!

Excellent! Thank you!

You are very welcome! Thank you for the comment! Best of luck on your training journey! Keep us updated!

@@ScottKoonCFI Will do!

👍🏻

Excellent. Very nice practice. Thank you for sharing!

Thank you! I’m glad it was helpful! Thanks for the comment!

Thank you! Glad you found it helpful!

Thanks for sharing. The decision chart is good, but fairly high level. I added a bit more detail in the chart I created based on 91.213d. Thanks again, for sharing this!

Unfortunately, it is not that clear-cut. This is a point of discussion and often disagreement. I think in the AC, the FAA may be trying to clarify the difference between the Upwind and Departure legs. However, not all the current FAA documents agree. For example, in the PHAK (published 5 months after the Circular) and Airplane Flying Handbook (AFH, published a year before the Circular), the Departure leg is the leg flown along the centerline of the runway until either departing the pattern *or* turning crosswind. The PHAK doesn’t mention an Upwind Leg. The AFH defines the Upwind leg as parallel to the runway but offset right or left of the departure runway, opposite the downwind leg. The Circular and AIM seem to support this. However, if you look at the Pilot/Controller glossary, it defines the pattern as Upwind, Crosswind, Downwind, Base, and Final (pp T-9). Bottom line, you are not likely to hear “Extend your Departure, I’ll call your turn to crosswind”. Jason Miller (The Finer Points) has a very good video about the terminology and highlighting the disagreement. Here is a link if you are interested: kzbin.info/www/bejne/gJ6vpKqJq66imM0si=vwHAPZsS1_rakCYJ Unfortunately, until the FAA changes all the documentation (or publishes a new Circular with clarifying language) I think there will still be confusion about the Upwind and Departure legs. As Jason notes, until then, all of us should try to make sure we are being very clear when we communicate. I hope this helps at least a little. Thank you for pointing this out. The more folks that know about the confusion, the better prepared (and safer) we can be.

Hmmmm.. If you send me an email at scott dot koon at online-CFI.com, I’ll try to email it to you. Sorry for the inability to download. Thanks for letting me know.

Yes. While they have a ton of useful information available, getting to it isn’t always intuitive. Thanks for watching, and thanks for the comment!

The maximum ramp weight should be listed in Chapter 2 of the POH. The other weight limitations (including forward and aft CG) will be listed there, too. I hope this helps! Thanks!

@@ScottKoonCFI thank you!!

No problem! Thanks for the question.

🤷‍♂️

Thank you so much! Cheers to you as well!!

Awesome! Thanks for the comment!

Interesting question. I’m not sure there is a way to do that. And if there is, the FAA probably wouldn’t allow you to count the time. A more realistic example might be that you take off prior to morning civil twilight, then fly past sunrise. In that case the period between take off and morning civil twilight would count as night flight. However, when logging time toward a certificate, it is best to log time that is not at all questionable. I hope this helps. Thanks for the comment and question.

You are welcome!! Thank you!

Perfect question. And, to be honest, unless the climb is a long one, I’m not sure there will be enough difference between the result of your answer and mine to matter much for planning (I believe the difference in distance during the 8 minute climb would be 2/3 of a NM). In the video I note that the text section of Chapter 5 states “The time, fuel, distance to climb chart assumes no-wind conditions”. It further states “the effect of winds aloft must be considered by the pilot when computing climb, cruise and descent performance.” But it doesn’t suggest a specific method for doing so. There are three reasons I don’t do it the way you did. These don’t disqualify your method, they are just the reasons I don’t use it. First, angle of attack (especially high angles of attack) can impact IAS accuracy. So, even though your airspeed indicator says 76 kts, you may not actually be at that airspeed. Second, if you picture a climb in profile, it is (sort of) a right triangle with the distance you move through the air as the longer hypotenuse and the distance over the ground a shorter base side. Third, during a climb your altitude and temp (and therefore true airspeed) is constantly changing as you climb, so which true airspeed do you use? Again, the differences will likely be minimal, so perhaps you could just use the worst TAS. In any case, all these factors complicate the calculation of ground speed and the effect of wind. If you reduce the no-wind times and distances from the results of the chart back into KNOTS, you will get something over 76 kts (in fact the example used on the chart in Chapter 5 results in an “over the ground airspeed” of 80 rather than 76 kts). So I use that as the basis then factor the effects of wind as shown in the video. Still not perfect, but it attempts to overcome the issues I mentioned above. As noted above, there doesn’t seem to be a single, approved method for doing this so if your instructor taught the method you describes please continue to use it. Thank you for the question. I hope this helps explain why I did the calculations as I did.

@@ScottKoonCFI In total, i got your point. Thank you for answering but i have more questions if you dont mind. 1. "angle of attack (especially high angles of attack) can impact IAS accuracy. " Why is that? IAS is not affected by compresibility or position errors. IAS should show exatly the affect of dynamic pressure, right? 2. The reason why you took 8 minutes time as fixed and calculate the new distance from there is wind doesnt affect climb time, is that right? It doesnt come naturally tough. Is there any advice for me to visualize that fact better? 3. "a right triangle with the distance you move through the air as the longer hypotenuse and the distance over the ground a shorter base side." You mean if we take 98 instead of 93 (my version of GS) we are closer to that hypotenuse side as this distance is longer and we are closer to more realistic calculation? Sorry for overwhelming questions but i try to learn as much as i can. Thanks for your patience and interest.

Thank you!

Thank you. Now is the time to start studying. If you are ready to take your written tests when you start flight training, it will make the training go faster AND will help you be better prepared for each lesson. I wish you the best! Keep us updated on your progress!

@@ScottKoonCFI thank you so much!

Thank you!

Thanks for the comment and thanks for sharing. This sounds like an easy method for planning outside of a test or check ride because you are right, the values don’t always vary linearly. Another short cut is to just use the next, least-favorable value in the table or chart (I call it rounding pessimistically). In General Aviation it is almost always better to plan to need more gas and not use it. However, most of the DPE in our area want to know you can use the FAA-approved tools during your check ride. So, for now that means knowing and understanding interpolation. One question I have for you, is how did you decide to use 2/3 of the value during climb and 1/2 of the value during descent? Was it based on a table, calculations or a “rule of thumb”? Thanks again for the comment.

I’m so glad you found this helpful! Thanks so much for the comment!

Thanks for the comment. You are definitely correct that pressure altitude is the height above the datum plane. What I was trying to imply is that we use pressure altitude as the basis for performance even when current pressure is non-standard. However, I could definitely have said it better in the video. Thanks for the catch and the comment!

@@ScottKoonCFI all good Scott! Just wanted to make sure I wasn't misunderstanding. Thank you and awesome video!

Thanks! Will do!

Not yet, but I have added it to my list of topics. In the mean time, if I’m understanding what you are looking for, there is a pretty good reference already available. ASA’s Visualized Flight Maneuvers Manual: for Pilots in Training would be something to look at. There are two versions, I’ve provided links for both of them. High Wing: amzn.to/4eQx33u Low Wing: amzn.to/3BrxcMa Thank you for the request!

Thanks for the comment! Yes. It is amazing how quickly performance drops. That sounds like a really good learning experience! The hanks for sharing!!

Excellent!! Thanks!

You are very welcome! Thanks for the comment!

Glad it was helpful! Just keep moving forward!

Glad it was helpful! Thanks for the comment!

Glad it was helpful!

Thanks! I'm glad this video was helpful! And in France, too! If I understand your question, you are looking at the VOR instrument and the instrument is a Course Deviation Indicator (rather than a Horizontal Situation Indicator). If that is true, the arrow under the digits should represent the radial you've chosen. To determine the heading of your aircraft, you would need to use the Directional Gyro or the Magnetic Heading Indicator. I hope that helps. If I've misunderstood your question, please let me know. Thanks!

Thank you!!

Glad it was helpful! Thank you for the sub!!

Inconceivable!

Agreed! Thanks!