Can You Fly this ODP? | Obstacle Departure Procedures Explained

Here's a video quiz on Obstacle Departure Procedures
Check out IFR ground school at https"//www.flight-insight.com

[@-The-Stranger-]

Got all but the last question correct. I've actually never heard of the triple correction. I'll never forget it though. Thanks a lot! More of these please!

[@RedSailor1701]

Captain Joe did a 2/3 part video on VOR holds some years ago iirc

[@PghGameFix]

As always... love your vids, but your first question has 2 right answers. The "700 is greater than the 380'nm" is also true. At 95ks, you need to climb aprox 580'min. (depending on actual ground speed) Leaving that feet/min tag off doesn't change the answer. either way.... it's good to keep things sharp.

[@iNcog_AoE]

Climb RATE is fpm. 700 is fpm, gradient is in feet per nautical miles. The units of measure aren’t the same making that answer incorrect

[@PghGameFix]

@@iNcog_AoE It's semantics, and interchangable when converted. Without a label, we go with the info in the question. (Ft/Min) the climb is more that the gradient.

[@CptJakeA]

I trained out of Provo for a while, so I'm very familiar with this one already lol. Feels like cheating

[@ericthomas8147]

I got the first one wrong because I was calculating for a 600 FPM climb, thinking the plane probably isn't going to get POH performance :)

[@brianhill716]

This is the airport that I instruct out of. You forgot to brief the notams. Answer the question 1 is no, because there’s an FDC NOTAM changing the climb gradient to 445 Ft/nm. 2) correct 3) incorrect because again per that notam we are to delete “and hold” from all of the departure route descriptions. If you lose communication, it’s not a short range thing anymore you just continue or start an approach. No hold. 4) this question is not applicable because there is no hold per the aforementioned NOTAM.

[@brianhill716]

I’m just joking with you, as always great video. ;)

[@iNcog_AoE]

Thank god. Odp are hard to get

[@johnopalko5223]

I would have gotten them all but, for the first question, I said yes, because we could make the climb gradient *for that runway* (the upper left answer). I don't understand why the upper right answer was correct because it only mentioned one climb gradient when the procedure specified multiple gradients, depending on the runway.

[@RedSailor1701]

Semantics. The top left says “climb rate” and top right says “climb gradient” which is technically more correct. The ODP is asking if you can achieve a gradient, so I think examiner would expect you to answer the question with respect to the gradient

[@johnopalko5223]

@@RedSailor1701 Oh, drat and fiddlesticks! You are absolutely correct. I misread it. Thanks!

[@IOTrooper]

Starting to think the creator of the channel is a UVU alumni or trained out of KPVU.

[@MrSixstring2k]

Entries into the hold was the only one missed, entries give me a hard time.

[@s_m_v]

Unless you are on a checkride or taking a knowledge test/quiz, there is no "right" answer on how to enter a hold. In the "real world" you could have used any of the three to enter that hold and nobody would have batted an eyelash. Although a Direct entry would have been pretty difficult from that position, either a Teardrop or Parallel entry would have worked just fine in this situation. There is, of course, one entry that is the book answer "better" than the others, but none of them are legally wrong. Since you are not technically "in the hold" until you cross the holding point on the inbound course, what is important is that you set yourself up for that proper inbound course to the holding point and make the turn to the correct direction after crossing the holding point.

[@s_m_v]

This is apparently advanced training and not a BS session in the hangar. As such, please pay attention to AIM 4-2 and use proper number phraseology.