X/C Navigation Log Explained (WITH Calculations) PPL Lesson 46

[@VWLooseNuts]

Student pilot here. I spent a lot of money using another “popular” flight schools online class. And I’ve also watched countless other popular KZbinrs with their lessons. Admittedly I do struggle with comprehension and retain-age a little bit. It’s not bad but a struggle at times nonetheless and understanding some of them is a real struggle. That said I’ve spent the last 3 days watching a lot of your videos and have to say your teachings/lessons have been the absolute best thus far for me. I say that without question. Personally. I was on the verge of quitting and you’ve absolutely revitalize my interest. So I thank you for helping me understand. You take the time to really break it down while going through the whole process. Again thank you it’s very much appreciated.

[@FreePilotTraining]

This comment is so awesome! I’m going to pin it to the top. It really gives me a lot of motivation to keep working on these videos to help everyone out. They’re a lot of work, but I love doing it. I’m blown away how much I’ve learned as well during the process! Thank you so much for the comment and I’ll see you in the comments!

[@VWLooseNuts]

@@FreePilotTraining You are very welcome. And yes please continue with the videos. I know there’s thousands out there that benefit from them. Keep up the excellent work.

[@survivalhealthandhealingtv5651]

There is a fundamental difference between telling information and teaching to impart knowledge!

[@FreePilotTraining]

@@survivalhealthandhealingtv5651 thank you! I totally agree. I want this information to actually help people in flight, and not just to pass the knowledge test

[@VWLooseNuts]

@@survivalhealthandhealingtv5651 100% agree.

[@sethregan8734]

I shared this video with my CFI and he said, "I really like this. I’ll definitely be referencing this. Thanks for sharing." I literally used this video to make a checklist to guide me through my crosscountry planning. My first solo crosscountry was July 15, 2023 and it went ok for a first time solo x-c! Keep up the good videos! We really appreciate them!

[@FreePilotTraining]

Awesome! Thank you for the share! It means a lot!

[@sethregan8734]

For sure! An idea for a future video is how to get necessary crosscountry planning info out of older nonstandard POH's with minimal information in them... That's the case with the 1973 C150L that I'm flying, lol 😆

[@FreePilotTraining]

@@sethregan8734 lol, this is why I love Foreflight. They have profiles built for aircraft like those and they are usually pretty accurate. There’s also quite a bit of info in the TCDS for your aircraft as well

[@sethregan8734]

👍 ok, I'll have to look into that, thanks!

[@The_Flying_Mechanic]

I am a faculty member at a four-year university, and I will be using this with my students permanently. Thank you for the energy you put into such a comprehensive video.

[@FreePilotTraining]

Thank you so much! That means a lot!

[@alexmagana7006]

Because of you I was able to complete my first Solo Cross Country. My instructor showed me how to do this once and then gave this to me as a homework assignment. If I did not complete it and show it to him, my instructor would not let me fly. Your step-by-step video WITH calculations saved me. Math is NOT my forte and your video helped me tremendously. Thank you very much and I will be looking forward to your other pilot training videos.

[@FreePilotTraining]

You’re welcome! Thanks for checking out the channel!

[@Jer29]

When looking at the cruise performance chart and deciding which temperature column to use, you wouldn't compare your cruise OAT temp with 15 degrees, but rather what standard temperature would be at your cruise altitude. So, in this instance at 5500, ISA would be +4 with the standard lapse rate. We are looking at an OAT of +8. So we are +4 ISA which is still much closer to standard than the other ones, so it all works out the same. But I didn't think it was super clear in the video. Other than that, just a superb job. Extremely clear and well done. Thank you for all your work.

[@FreePilotTraining]

Yes, that’s a small error in the video. Thanks for the comment!

[@bitcoinforex6963]

This confused me 🥲 I have to re watch the video 🫠 hopefully I can catch it

[@insanelogic9955]

This man is out here saving students like me, from the bottom of my heart, thank you! 😂

[@FreePilotTraining]

Awesome! You’re welcome!

[@ryanm4445]

I searched for hours for someone to explain NAV logs in a coherent manner and what a gem coming across this. THANK YOU!

[@FreePilotTraining]

You’re welcome! Glad you found me

[@gimilkhad8169]

I'm a student pilot working towards my PPL, currently at the stage where I need to fill out a nav log to do my first solo cross country. I've been needing a good detailed step-by-step guide to walk me through it since there are so many steps to remember and wrap my head around, and your video seems to be the perfect one for me. Very sweven video Josh. Very sweven indeed.

[@FreePilotTraining]

Awesome! So glad you found this helpful!

[@TimAyro]

For your top of descent, just use 3:1 rule. Take your altitude to lose in thousands of feet, so in your case 3.1 (3,100), and times that by 3. That's 9.3 miles away from your destination. Then just take your GS x 5 (or half GS and add a 0 at the end) to find your FPM. There is your descent. This gets you a 3 degree descent rate, and doesn't feel uncomfortable at 1,000 FPM (in a little plane at least)

[@FreePilotTraining]

I actually do use that method in flight. It’s a great one, but for fuel planning, this is a little more accurate. Thanks for the comment!

[@ReplayEcho]

Don’t forget to add 1 mile to whatever you get so you can set up for final. That’s what my cfi teaches me

[@jameslopez8724]

Hands down the best KZbin videos for student pilots. Appreciate you man, your content have helped me immensely🙏🏽

[@FreePilotTraining]

Thanks James! I really appreciate that!

[@Ludwing730]

For most people let me tell you he spent probably 12-24h of chair time editing and putting this video together for us.... so THANK YOU Josh! like comment and sub to this guy.

[@Massimiliano-Fauci]

I got my PPL last year, your videos are a precious source for me to understand and/or go over again the subjects I have studied. Astonishing! Keep it up!

[@FreePilotTraining]

Thanks! That means a lot! I hope to make many more!

[@mikev1098]

Another great video. I'm getting ready for a PPL check ride and keep watching your videos to review the information. The weather ones in particular are really great.

[@FreePilotTraining]

Thank you so much Mike! I appreciate that! I had a friend who just took his check ride a couple months ago and he said the weather basics video came in handy for him on his checkride.

[@lechstryzewski9350]

I echo "mike v's" statement. I too am coming up on a PPL check ride very soon. In fact, I already had one scheduled on the 23rd of May however, during my mock check ride with my CFI, I discovered a deficiency that I was not comfortable with taking to the practical exam. So, I cancelled the original check ride until I get that ironed out. This video could not have come at a better time. It has been at least 18 months since I've filled out a NavLog so, this video provides an OUTSTANDING review. Thank you Nick - Well done !!!!

[@JoeCoolPilot]

I’m an instructor and this is a good video, well done! Thanks for producing this. Fly safe!

[@FreePilotTraining]

You’re welcome! It’s great to see instructors on here! Thanks for the comment!

[@christophsonntag-yc1rk]

Very great teaching - You have even fans in Europe. Greetings from Germany!

[@FreePilotTraining]

That’s so awesome! You have a beautiful country! I love it there. Thank you!

[@redbaron8989]

By far the best breakdown of computing and building the nav log. I love the running clock method. In the Air Force we taught student pilots with the running clock in order to reach the “target” on time on vfr low-level. If slightly ahead at a checkpoint we knew to slow down a bit to get back on the clock. No time on target requirements with vfr x-country but I agree it’s easier and less heads down while flying.

[@FreePilotTraining]

Thanks! Yes, I love the running clock. It’s the only way to go.

[@buckyperchski-mc2vo]

I am revisiting this video again for refresher. This is by far the best most accurate and precise video out there on the subject. The only thing I throw up for discussion is when to arrive at TPA. Normally I like to be at TPA no less than 3 miles from the airport, therefore I might calculate my arrival at TPA not to be the airport, but instead perhaps a landmark (or just eye ball it cuz the airport should be in sight) about 3-5 miles away from the airport. Watch out for obstructions in this 3-5 mile range. Then I cruise in to the pattern already at TPA. I dont like to be descding as I am close to and approaching my 45 degree entry. I like to already be at TPA 3-5 miles out from the airport. But.. for flight planning purposes (assuring you have enough fuel), your TOD workflow is stellar!. Luv it. Again...stellar job. Your attention to detail and workflow is stellar and I commend you. I am a CFII and always learning. Thank you for taking the time to make this video again. It's can be boring and mundane, but you made it interesting. Thank you .

[@FreePilotTraining]

Thank you so much! That means a lot! Agreed, 3 miles is a good time to be at pattern altitude. I think most people use that. Great point!

[@connorfitzgerald6708]

Just starting to figure out nav logs for my first cross country flight but when I try to do them on my own without my instructor I tend to get lost in all the information. This video is by far the best tool for any new student endeavoring in their license and I will be rewatching multiple times until its drilled in my head. Thank you for posting!!!!

[@FreePilotTraining]

You’re welcome! So glad I could help!

[@aviatortrucker6198]

This brings back many old memories of when I got my private pilot certificate. After you’ve been doing this for a while it almost becomes irrelevant. Looking at a Cessna 172 and a 58 mile trip right off the top of my head I figured it would take around 36 to 38 minutes and need about 9 to 9 1/2 gallons of fuel. I used to fly some trips NDB to NDB or use those two stations’ bearings to find my position!

[@FreePilotTraining]

Very true. It seems like a lot of work to learn it and never use it once you get your license. Lol. I’m already starting to miss the NDBs. Pushing the head and pulling the tail was kinda fun. Lol

[@azcharlie2009]

I just recently did my Instrument Proficiency Check. The ILS at one of the airports used an NDB in conjunction with the ILS. Then, we flew the NDB approach with a DME arc at that airport. The airport had two NDBs!! So, there are still some in use. But they will soon be gone to make way for GPS approaches. Prepare to spend a lot of money!

[@aviatortrucker6198]

@@FreePilotTraining With a G1000 I like turning on the bearings with VOR 1 & 2 and finding the radial by the needle tail. One thing I also trained myself to do is fly opposite on a VOR. Reverse sensing is bad terminology as there is no such thing. The VOR doesn’t reverse anything. It only cares about being left or right of the selected radial regardless of aircraft heading. If the VOR location in relation to your airplane, and the selected radial is showing the needle deflected in the same direction with a “from” indication, you’re not there yet, approaching the radial as you would crossing an intersection. Kind of like when you are driving and looking at a road map. Most people hold the map with north up so they can read the print. If you’re heading south and you see the town you’re looking for on you’re right, you actually have to make a left turn. Not many turn a map and read it upside down. This is why the HSI was invented. Using your mind to keep your situational awareness is a great tool and it keeps you sharp!

[@johnpxii]

VW Said it best. I use sportys for my ground school, which is great in its own right, but your teaching style, humor, and effective explanations keep me coming back, hungry for more of content. You are a very relatable dude. I have a friend who is an f/o for a regional airline, and he also used and recommends your videos. Well done brother.

[@FreePilotTraining]

Thank you so much! It’s very encouraging when I get comments like this. I’m still making videos. Some of these just take a while because there’s a lot of information that goes into making them. That’s so cool I’m getting recommendations. That means I’m on the right track! I’ll see you around!

[@johnpxii]

@Free Pilot Training I have a channel dedicated to Harley stuff, and those videos take days to make. I couldn’t imagine the work that goes into these videos with all of the information and animations that you make. All free of charge too, great stuff!

[@denniswagner3962]

I spent 3 minutes putting all this info in ForeFlight and all your calculations are correct. Great video, it was very helpful. My first comment was me trying to be funny.

[@FreePilotTraining]

Awesome! I appreciate that! Glad I passed the test 😂

[@thesparkypilot]

This really helped me out! I flew an XC with my CFI the other day and nailed everything except for a little snafu with the top of descent. Thanks a ton for this video, really appreciate it!

[@FreePilotTraining]

Awesome! You’re welcome!

[@NestoSTR]

Amazing detail! I will definitely be referencing back to this video! You made that E6B much less daunting to use and understand.

[@FreePilotTraining]

Awesome! You’re welcome!

[@JMxVideos]

Amazing job, thank you so much, it’s incredible that you’re doing this for free, this is event better than what I was taught at ground school.

[@FreePilotTraining]

Thank you so much! I appreciate that!

[@terryedwards967]

Thank you so much for all you do. Your videos are the difference between me pushing forward and giving up!

[@FreePilotTraining]

Awesome! So glad I could help

[@rafacocinandoparaserfeliz.7846]

I had specially this class two days ago and i felt frustrated the teacher all the time with bad mood, so grateful for this excellent explanation, subscribed already.

[@FreePilotTraining]

Awesome! So glad I could help

[@andrewbright3356]

As a student for a PPL, I continuously find this fellow's videos useful.

[@FreePilotTraining]

Thanks Andrew! That means a lot!

[@windbandit8313]

Outstanding! Daughter is getting ready to start Private Pilot Cross Country. Forgot most of the rules, as I fly Professional ATP, and needed help answering some of her questions.

[@FreePilotTraining]

Thanks!

[@bruceguertin9043]

Great video, well dome and presented. I've been struggling with cross country planning. None of the bookwork I have adequately explains this or even mentions it. Why is this important? Cross country by and large is why I want a PPL.😀

[@FreePilotTraining]

Thanks!

[@KevinW8BRY]

I really wish I would have seen this video during my private pilot training. It answered so many questions I couldn’t accurately answer. Watched the video today to keep learning and I indeed accomplished the goal of that.

[@FreePilotTraining]

Thank you so much! That means a lot!

[@flywithpratistha_]

You are a life saver , just know that !!! I want you to please make more videos about recognizing airspaces on sectional charts , IFR flying and CPL based maneuvers too please .

[@FreePilotTraining]

Thank you! More are coming! I’m currently building a house and on full time orders for the USAF reserve, but I’m hoping that will all slow down at the end of September

[@mianatwood]

Your presentation of this is really nice and clean. Commercial pilot here! I was just on KZbin to find a navlog video for a friend that’s starting his PPL!

[@FreePilotTraining]

Thanks! I appreciate you pointing folks this way!

[@chaseschneider3226]

Very thankful for this video! I've come back to it time and time again.

[@FreePilotTraining]

You’re welcome!

[@AlaskaPilot]

Great reference! Quick question. Are you decide cruising altitude using a TC? not a MC?

[@FreePilotTraining]

Should be MC. I should’ve clarified that better

[@AlaskaPilot]

@@FreePilotTraining really appreciate.

[@desmit6]

For on-course altitudes, being from the SW, my memory jog was “Easterners are Odd”. Worked for me! Great video!

[@FreePilotTraining]

Thank you so much! I like that. That’s a good one 😆

[@Fryxguyx]

This helped out a ton! I am doing my first cross country this evening and this video laid out everything for my Nav Log perfectly. Thanks again!

[@FreePilotTraining]

You’re welcome! Thanks for watching!

[@BFETile]

The best Nav Log video on you tube. Thanks

[@FreePilotTraining]

Thank you so much!

[@Bluedog51]

Holy crap, thank you so much. I had a 2 hour lesson of how this works which was super confusing. This video clarified everything up and make everything seem super simple! Great work!

[@FreePilotTraining]

You’re welcome! Thanks for watching and the comment! It means a lot

[@Cowne8]

Great explanation and love your videos. Would love to see you write a nag log for a XC that does zig zag. Sometimes you can’t fly in a straight path due to airspace restrictions, terrain, etc.

[@FreePilotTraining]

Very true…🤔 maybe I can do that at some point

[@spdrcr1010]

I was doing some preparation, a mock flight plan from kbjc. I'm surrounded by mountains to one side and the DIA bravo on the other 🤦🏻‍♂️. I'll definitely be practicing with some zig zags for my cross country.

[@FreePilotTraining]

Unfortunately that’s just how it is sometimes.

[@devildog7663]

Josh- I want to say thank you so much for all your videos. I learned a lot and this specific video helped me pass the oral portion of my check ride. Some of your other videos helped me pass the flight portion of the check ride on my first attempt. Thanks again, USMC.😁

[@FreePilotTraining]

You’re welcome! So glad I could help!

[@_miguel_tenorio]

This video has helped me understand this stuff better than anything I have tried before. Seriously, thank you

[@FreePilotTraining]

So glad I could help! You’re welcome!

[@jjflywithme9834]

This has been the most challenging lesson thus far.

[@FreePilotTraining]

It gets easier with a little practice

[@badgerfishinski6857]

I like that you used a VOR radial. You can use a VOR radial for your destinaton airport too... Sometime small airports arent as easy to see as expected.

[@FreePilotTraining]

That is very true. You can definitely use one for that

[@embknight]

Thank you. You explained it great, and even added the sniff and sanity check we should do. I have been struggling with this for a while and your video explains it perfectly. Thank you

[@FreePilotTraining]

You’re welcome! Thanks for watching!

[@emilianoramirez5398]

I cannot thank you enough. I use this video every time I plan a cross country Thank You

[@FreePilotTraining]

You’re welcome!

[@aggibson74]

Awesome video! Right to the point and you go through everything methodically at a good pace. It's like a machine gun of knowledge!!!

[@FreePilotTraining]

Thanks Al! I appreciate that!

[@RoscoeMcGillicuddy]

This video was really sweven. Thanks!

[@FreePilotTraining]

😂 thanks!

[@alexgallegos4526]

Hi mate, question, why did you calculate Preassure Altitud if it is suppose to fill the Altitude boxes on the nav log with the P.A? I mean, why if my chosen cruise altitude is above transition altitud? Then i dont have to calculate P.A for the whole navigation, maybe just for the first leg.

[@FreePilotTraining]

Not sure where you are, but transition altitude is at 18,000 feet here in the US. That’s why

[@alexgallegos4526]

@@FreePilotTraining Nice to know, transition altitude depends on each aerodrome, for example in Pisco - Perú (40'), the transition altitude is 3,000'. Thanks!

[@flyinggranpaa]

Starting with the cfi curriculum... Hope you got something for me.. May the lord repay you 100 folds for the good you doing for the poor pilots.

[@FreePilotTraining]

Thank you so much!

[@Jorge-ef4du]

I can’t express how helpful this video is. I’m a commercial student and although I’ve done a few flight plans already, I always feel scatter brained when I come to them. This is a great video to work along with and help build some structure when making vfr flight plans. The ease of ForeFlight has honestly eroded some of these skills for me. You’ve definitely earned yourself a subscriber.

[@FreePilotTraining]

Thanks Jorge! I appreciate that! It’s amazing how fast those skills disappear! And thanks for the sub!

[@hmabboud]

Hi Josh, thank you for all your help. I can not find one video online that explains how to keep the eyes out most of the flight as a VFR pilot. Thank you!

[@FreePilotTraining]

No problem! That’s a great idea! Need to think how I could incorporate that into a video.

[@hmabboud]

@@FreePilotTraining Thank you for at least considering my idea. I personally struggle to keep scanning and looking out while maneuvering, especially in a turn.

[@hmabboud]

​@@FreePilotTraining In addition to that point. Maybe add to this video that I suggested and you kindly agreed to explain to us, why the horizontal stabilizer does not produce, or does, vortexes. And why in a spin the inner wing, wing root, is the part that stalls first, and finally the turbulent air that is produced by the vortexes generators does not cause induced drag. As the turbulent air causes an adverse pressure gradient that makes the air towards the lower pressure area on the wing part that has the laminar air with less air pressure. I appreciate all the videos that you graciously do for us with a goodwill. May God reward you for this, Josh!

[@VinceCartierBeats]

Love the content!!! Interpolation video please!!! How to get temps exact. etc...

[@assenmacher]

great video man, helped me a ton! question though, when at TOD power would be less so wouldn’t your fuel burn per hour also decrease? thanks!

[@FreePilotTraining]

Thanks! Yes, it would be less, but it won’t make that much of a difference and it will still be conservative

[@kevinong8005]

Hi Josh, really love your channel. Thank you for sharing all the great insights and information for a student pilot like myself. One request if I may ask please…any chance of increasing the volume of your videos please…it’s quite often rather soft compared to other KZbin videos. Thank you.

[@FreePilotTraining]

Thanks! And I really appreciate the feedback! I’ll work on that

[@kevinong8005]

Thank you Sir👍🏻🛫

[@ZedHunter9000]

Thank you for making this video. This made it a lot more clear on what to do for cross country logs and it saved me on my first cross country flight. You have a lot of great information for free. 👍

[@FreePilotTraining]

Thanks! So glad I could help!

[@darylmantuidi5534]

God bless you. Thank you for the video. But finding the wind direction and speed at cruise altitude seems troubling so far

[@FreePilotTraining]

You’re welcome! Try this video: kzbin.info/www/bejne/l37WfXWao92cjck I explain that a little better here

[@PaulPilot-ke1if]

BEAST! Best xcountry log on youtube

[@FreePilotTraining]

Thanks Paul!

[@badgerfishinski6857]

The standard temp at sea level is 15C. So isnt the standard temp at 5,500 feet MSL going to be (5.5 x2)=11. Then 15-11= 4C ? Please validate? Am I missing something?

[@FreePilotTraining]

Yeah. I may have made a mistake on that part

[@Taylor-qg5fh]

New to aviation and just wondering. This nav log is only for the way to your destination? You would have to complete another log for the way back to the original airport you took off from?

[@FreePilotTraining]

That is correct. You need two of them

[@angelagarcia2020]

Thank you!! Quick question. Altimeter setting. I have a problem I’m solving. It’s set 29.92 from there I subtract 29.92 leaving me with 0. Idk what to do next, add 5,500 cruise attitude and it’s still 5,500?…

[@FreePilotTraining]

Yes. That’s correct, because 29.92 is standard so pressure altitude equals true altitude at standard air pressure. If the temperature is also standard (15c) then Density altitude will also be the same as true altitude. I explain this in a few of my videos. I’m pretty sure it’s in this one too: kzbin.info/www/bejne/p2Oaf2h7e7ygpq8

[@kurtreber9813]

For the odd/even altitude + 500, just use the same memory aid as for magnetic deviation: EAST IS LEAST (ODD), WEST IS BEST (EVEN).

[@DaveS_WI]

@ 27:19 when you are applying the 60:1 rule, you are multiplying 1.85 NM/min x 3.1min - but shouldn't 3:15 be a 3.25 multiplier? Not a huge difference, but want to be sure I am following you correctly. And yes, it still ends up being 6, so no change on the chart.

[@robert574]

Wow, you are all over my old stomping grounds, from Grove to Joplin, Fayetteville to Branson, at first I thought you might have been tracking me... but I live in FL now. Pretty crafty just to get my attention, I thought.

[@FreePilotTraining]

Awesome. The more I’m on KZbin, the more I think that the algorithm considers your location when showing content to people. I’m blown away from the viewers who live or have lived in that area

[@robert574]

@@FreePilotTraining Does Vinita have a Walmart yet? I see they do. I used to make the run from Grove to Vinita every year when we went back for Christmas out 60 and then down the main drag. There was old brick building on the right side with a flea market, filled with stuff (the guy worked for the post office and bought a lot of estates). I'd run out to the curve and head back. You guys have the Braum's burgers and ice cream (and the good French onion dip) you take for granted (good stuff).

[@devinz0o1]

Love this video helped me a lot, really appreciate it. Quick question. You used the true course to determine your VFR altitude plus 500 feet, shouldn’t it be your magnetic course? And if it is your magnetic course there isn’t a space in the nav log for that . Maybe I’m confused.Keep up the great work love the channel

[@FreePilotTraining]

Thanks! Yes, it should be the Mag course that you use to determine your altitude. Yeah, there isn’t a place for the Mag course on there. Unfortunately you’d just have to figure out your mag course beforehand and figure your altitude off of that. You probably won’t use Mag Course too much other than that

[@marcusjohnson3k]

Quick question. Are the sectionals standardized? Meaning if we download them from the internet, can we still use our flight ruler? Or should we be using sectionals that we get at retail?

[@FreePilotTraining]

I am not 100%, but I believe they are. You could probably print them out at Office Depot or something and save some money too

[@marcusjohnson3k]

Yet again. You have killed it- in a positive way. I was so intimidated by all of this and you made it accessible. Going to sit down and work on some examples.

[@FreePilotTraining]

So glad I could help! Thanks for the comment!

[@marcusjohnson3k]

@@FreePilotTraining THE BEST!!!!!

[@alsj61]

Good afternoon Josh. I am a student pilot prepping for checkride. I recently finished this part of my training . It will be a great quick review to digest in the future. One question you discussed is using a VFR airway and radial as a checkpoint. That all makes sense but I don’t understand how you confirm you crossed that checkpoint. Could you do another video or blog discussing this process.

[@FreePilotTraining]

If you have the 342 radial dialed in, you will get a from indication and the needle will be lined up. I have a video that explains in detail kzbin.info/www/bejne/bIScZqSOhrOHsK-i enjoy!

[@liveextreme0317]

This is AWESOME!! Safety 1st & you out here helping the G.A. community

[@FreePilotTraining]

Thanks!

[@rollamichael]

I’ve watched this video three times now and it has a metric ton of great information! Including a great whiz wheel tutorial! One might call it a SWEVEN video! Thank you! Your video was great because it got me asking questions and I had to do a bunch of “research” that I wouldn’t have done without your video's prompting. That said, I have a few thoughts if you don’t mind me sharing them. First point. At first this was going to be a question but now I think it’s a minor correction. Whiz wheels (not to be confused with a bathroom activities) cannot compute CAS as you show. They can’t because CAS is specific to an aircraft. What you showed initially was TAS to IAS with zero CAS error. What a whiz wheel can do, and how the instructions are printed, is compute TAS from a known CAS. Now, I suppose the conversions are commutative, i.e., IAS->CAS->TAS conversion numbers work as TAS->CAS->IAS conversion numbers (have you checked?), but the descriptions are not. Since the flight planning depends mainly on TAS (and GAS), it may not be material. BTW, the video at ~18:50 shows CAS to TAS as the whiz wheel is designed. My second point is to modulate the use of words such as: accurate, exact, perfect, precise, etc. Because…. as I understand it, the planning exercise is to get to one big approximation that is “good enough”. Good enough to plan for fuel, good enough for route finding and good enough to easily make changes in flight when things aren’t as expected. One example is at ~7:11, when filling out wind information in the CC table. You state that "it's really important to try to make this as 'accurate as possible'" just after you had estimated your wind data. Perhaps say, “it’s important to be thorough” so that we can plan for fuel consumption. A second example is at ~32:00 where you say, “we know it’s going to take us exactly 35:26 to get to our destination”, surely this is not exact. My third point, sorry!! I was trying to find where you got the 342 degrees off the razorback radial. I looked and looked at the VFR chart and those numbers ain't there and the compass rose is obscured with other information. Protractor, perhaps? I was able to find the numbers printed on the low IFR chart and (brand new to me) learned that the blue line is an RNAV airway with waypoints between DROOP, DODDI, PWEBB and RZC. Distances are 32, 8 and 14 nm respectively, minimum gps altitude is 3200 ft. Only JUST NOW as I’m typing this realized why it’s shown as T411-413, it’s because there are three legs! I had scoured chart legend info, rnav airway info, internet searches galore, even asked my AI (chatgpt) and didn’t see this explained anywhere and I didn’t find other examples on the charts I looked at. FWIW, I replicated the route as best I could in foreflight but couldn’t get everything, ‘exact 😉’ as I don’t believe one can enter in wind speed and temp data into foreflight, so that’s different. The only key difference I saw was that foreflight computed TOD to be before the radial waypoint. p.s. at ~7:26 and at ~11:00, taking an average is interpolation 😉, so you could say “a simple interpolation technique is to take the average between two points”. Averaging and interpolation aren’t exercises in accuracy, the goal is to arrive at an approximation with tolerably small error. So, I suggest you say, “to get to a better approximation… or better estimate” … we could…. use straight line interpolation. I just wrote a lot of words and sorry for that. Hope someone finds these helpful. Your videos are really excellent with presentation of information, thoroughness and cadence. Thank you for making aviation more accessible to more people (and me)!

[@FreePilotTraining]

Thanks for the comment! IAS is different for each aircraft KCAS is the same for every aircraft because it assumes our instruments are perfect. I got the 342 radial by using ForeFlight. I picked a spot on my route and used the plotter feature. You could also use a normal plotter on the chart though. As far as interpolation is concerned, averaging isn’t always accurate when it comes to interpolation. Averaging numbers assumes linear changes. Sometimes performance numbers change exponentially or in a variety of other ways.

[@rollamichael]

@@FreePilotTraining hey thanks for responding!! Trying to be helpful and come to a better understanding myself, here, so please be patient with me 🤣. Re your assertion that cas is the same for each aircraft type: I can see your perspective and half agree half disagree with your explanation. The answer, cas, aught to be the same for all types assuming the type-specific ias to cas correction tables are “accurate“. However, the derivation from ias to cas is specific to each type and there is no defined direct derivation from tas to cas (that I know of). As your video describes it, it’s kinda like reverse engineering to get from tas to ias and that’s fine as the order of conversion doesn’t matter (I think). Re interpolation and averaging: There are dozens if not hundreds or thousands of interpolation algorithms for linear and nonlinear systems. Averaging just happens to be one of them and you are absolutely correct that averaging can produce results with unacceptably high errors. So whilst the above point is somewhat debatable, this point isn’t. What you want to teach in future videos is that there are a variety of interpolation algorithms (or techniques or methods (however you want to describe it)) that one can use depending on the scenario, trading off the need for precision with complexity. Again, your vids are awesome and I’ve learned a lot from them! Thank you for making and publishing them!

[@C_-_-]

Super good video thanks for the help since I was completely lost on performance. just wondering though, aren’t you supposed to add field elevation at the end of the pressure altitude equation? Im probably wrong or you could be taking off at sea level but that’s the way I was taught to do it.

[@FreePilotTraining]

Thanks! Yes, field elevation is part of the PA calculation, UNLESS your calculating you’re pressure altitude at cruise. In that case, you’d start with your cruise altitude MSL. Hopefully that answers your question. I’ve got more information on performance in the video too if your specifically talking about takeoff performance kzbin.info/www/bejne/iH7MpXydr8qGndE

[@C_-_-]

@@FreePilotTraining that totally makes sense! Thank you for explaining and making these videos👍🫡

[@程洋-x8x]

What do you think about using app like garmin pilot. They instantly calculated all things for you once you decide the departure and destination airport

[@FreePilotTraining]

I’m a huge fan of flight planning apps, BUT you need to know where all those numbers are coming from, so it’s good to learn these things.

[@alexgallegos4526]

Hi, i noticed u used the QNH of departure airport to calculate the performance in the whole nav, my question is, wouldn´t it be more accurete if we use, up to half of the route, the QNH of the departure airport and in the other half we use the QNH of the destination airport? I mean, there might not be any problem if we do a navigation close to the departure airport, but what about longer routes? On the other hand, u filled the CAS and GPH box with performace data, however, what if i make a navigation that has different courses, in that case i would have different cruise altitude and have to calculate the performance data more than once, so what should i write in CAS and GPH box? Please i'd really appreciate ur answer.

[@FreePilotTraining]

Yes, It might be a little more accurate to try something halfway in between, but I’ve done this so many times, that the difference is so minimal, it’s not going to matter. So, CAS will not change if altitude or heading changes. That’s why there is only one box for it. Ground Speed and TAS will change though. Now, GPH WILL change if you fly at different cruise altitudes. You can just make a note at the top of the page OR if you want to be conservative, use the worst fuel burn rate for ALL your calculations and save yourself the headache

[@DaleEicher]

Question: At roughly 12:00 you say you could interpolate between standard and 20* less than standard charts. But if your expected temp is 14*C at 5,500' and standard temp at 6,000' would be 3*C, wouldn't you want to interpolate between standard and 20* WARMER than standard?

[@FreePilotTraining]

Yes. You are correct. That is more accurate

[@DaleEicher]

@@FreePilotTraining Just making sure I was thinking it through correctly. Thank-you for all the great videos.

[@jameshennighan8193]

OUTSTANDING This Lesson is simply outstanding for its clarity. A more easy to understand explanation it would be hard to find. I suspect that even if you are not specifically math orientated you would get this with no 'Brain Pain' or Head Scratching... All in all this is so very interesting that it stands watching a couple of times...even if you are not a pilot. This is just good stuff... Well done... James Hennighan Yorkshire, England

[@FreePilotTraining]

Thanks James! That means a lot!

[@LinkSF1]

Great video! One thing I think would've helped is to also talk about the weight on the aircraft, e.g. we'd expect to use more fuel with more weight.

[@FreePilotTraining]

Thank you! And I appreciate the feedback! I may try to mention that in my performance videos

[@michaeljohn8905]

Please do a video about interpellation please all the other ones I’ve seen or super complicated.

[@slaapzz]

My corse is going from North to South. In the video you showed an example of west to east. How would I get my course when I'm doing a flight from north to south?????

[@FreePilotTraining]

360-179 is NEOD. 180-359 is SWEVEN

[@christianlogsdon6483]

Thanks for this video Josh. It really helps. I do have a question though. It was my understanding that VFR altitudes were based on magnetic course (91.159) not true course. Can you clarify this as it looks like you used true course. To me true course seems more logical and in your case on a 070 it wouldn’t make a difference adjusting to magnetic course. But I am planning an xc with a TC of 172 and magnetic variation of 8W so +8 for a MC of 180. So in this case TC would have me at an altitude of say 3,500 but MC would put me at 4,500. Any clarification you can give here would be appreciated.

[@FreePilotTraining]

Yes! It should be based on Mag course. I didn’t explain that too well. Unfortunately, you’d have to figure that out first

[@christianlogsdon6483]

@@FreePilotTraining Thank you very much for the clarification!

[@brysoncardenas3980]

Shouldn't the ground speed for TOD to Monett be different since you're calculating at 3,000 there?

[@FreePilotTraining]

Yes, it might be slightly different, but I don’t think it’s enough to make a difference

[@Sarberos909]

Not sure if this has been commented yet but the one I learned from Gleim for the even/odd altitudes +500 is "The East is odd, but the West is even odder" and that's been easy for me. I'd probably forget a word like sweven if a time arose where I needed it lol

[@FreePilotTraining]

That’s a good one. I’ve never heard that

[@johnopalko5223]

When you were calculating cruise performance, you stated that standard temperature is 15 degrees Celsius. This is at sea level. Standard temperature at 6000 feet is 3.1 degrees. You are correct in that the use of the "Standard Temperature" column is adequate in this case, but it might confuse your learners. It's close enough not because the temperature is only seven degrees below standard but, rather, because it is only five degrees above. This is significant if someone wants to interpolate because they might choose the "20 Degrees Below" column instead of the "20 Degrees Above" column to do their interpolation.

[@FreePilotTraining]

That’s a good point. Thanks for the comment

[@mihir777]

Correct, that's how I was taught as well and it confused me. One needs to calculate temperature at that altitude first with respect to standard temperature at sea level 15C and then check whether it is 20 below, at, or 20 above. However, how did you calculate 3.1C? Shouldn't it be 3C? -> 15-6*2=3?

[@johnopalko5223]

@@mihir777 You're asking me to remember what I was thinking four months ago?!? 😄 Seriously, I looked it up in a table of temperatures and pressures of a standard atmosphere instead of just using the standard lapse rate of 2 degrees per 1000 feet. Mostly, because I'm a pedant. 🙂

[@HERMOGENESSIMBULANIII]

Sir can you help me? I'm concerned about the altitude like where did you get the 5,500?

[@FreePilotTraining]

No problem. I picked it cuz it’s and odd altitude + 500 feet and there is no terrain, airspace, or obstacles to worry about if I fly up there

[@michaeljohn8905]

Student here. Old student. Lol. Thank you for these videos. Id love to thank you with lunch one day. I’m at KLZU Atlanta . If your ever coming this way please come down to the MAINTENANCE hanger at the Flight School Of Gwinnette. Otherwise know as TFS. ASK FOR Mike M. I’m the second in command for this flight school. We are an International school and we are looking for ( like everyone else !) lol For CFI,s CFII,s MEI,s and Double I,s and even looking at filling out our A@P,s as we have an attrition rate after they get their experience or think they are experienced 🙈 after 6 months of work. Lol. We are trying to build something like apprenticeship for mechanics and or pilots who can work here and learn the job from the bottom to the top. I got my experience straight from on the job training. It’s been something I have never regretted doing as our school has never even slowed down even at the highest point of COVID. WE are in high demand as pilots ,mechanics or any other aviation related job. Good luck. Michael M. Gwinnette Atlanta.

[@FreePilotTraining]

Thank you so much! I really appreciate that! I’ll save this information and keep that in mind if I ever make it down there! I’m amazed at how many of these positions are opening as people flow to the airlines. I just have no desire to do that for some reason. I’m really enjoying what I’m doing!

[@Merraldooo]

Awesome instructor dude. Thank you!!

[@FreePilotTraining]

Thanks!

[@colethompson8166]

Hey Josh or anyone that knows. How would you fill in your nav log if the wind aloft chart gives you a 9900 code? Would you just not include it?

[@FreePilotTraining]

I would put winds 000/0 and your course wouldn’t change from winds, and for those legs ground speed would equal true air speed. You’d still want to account for deviation and variation though.

[@Lein.Darius]

que video mas espectacular! completamente detallado y muy intuitivo. un gran saludo desde chile! cielos azules y divertidos vuelos! :D

[@FreePilotTraining]

Thank you so much!

[@joshuahunter2825]

Interpolate video please. I recently passed my PAR, but I know I got one of those questions wrong. The FAA try to challenge. I wrote down the formula Z=[(y-x)(c-a/b-a)]+x But I think you can explain it better

[@FreePilotTraining]

Thanks! I’ll probably do that with the performance videos.

[@ironmanballer4868]

So I’m no pilot however I’m just curious if fuel factors apply to small aircraft like the 172 or if the fuel burn on a new aircraft vs a older one is more negligible than on higher performance jets? I’ve messed with the fuel factor settings on simbrief (flight sim flight planning software) and that can vary by a couple thousand pounds on a bigger aircraft. So just using ur planning concept with the scaling and stuff that would probably be a gallon or 2 in a 172 or something right?

[@FreePilotTraining]

So, the fuel burn is usually pretty negligible on a 172, but TAS is worth tweaking. That can get really give you precise numbers of you mess with that at all.

[@michaelzaug8750]

On the interstate passing Venita just left Joplin. Hey Josh, merry Christmas. Thanks for your video. I’ve watched it several times until it’s sunk in my thick skull.

[@FreePilotTraining]

Too cool! Yeah, it’s right there! You’re welcome!

[@sporBore]

I’m curious why we use cruise pressure altitude to determine climb performance data?

[@FreePilotTraining]

It’s easier than interpolating and it’s more conservative

[@EmergencyButter]

Good end to end description of flight planning with weather! however, the formula for interpolating wind direction at 7:50 works... sometimes :) 010 and 350 (both north) should probably not average to 180 (south)

[@FreePilotTraining]

Thank you so much! And that’s a very good point. You have to use a little common sense too

[@chadmays7573]

I’m a little behind on this specific video but I really appreciate this one as a student pilot getting ready for my x/country I would love to see a video on interpolation of performance numbers

[@FreePilotTraining]

Sorry about that. I wish I would’ve slowed things down a bit, but I’m glad you still found it useful. I definitely want to make a video on interpolation, but I’ve got a few videos I’m working on in the meantime. Right now, I’m making a video on how to use the Nav Log in flight, calculating weight and balance, and a couple others, then I think I’m going to roll into the performance videos

[@chadmays7573]

@@FreePilotTraining Awesome I’ll be watching for them Thank you

[@user-cn3pf5fv6c]

At 16:12... did you mean to say that aircraft performance would decrease at a higher pressure altitude? I understand that aircraft perform better at higher pressures and densities, but wouldn't a higher pressure altitude mean a lower barometric pressure and also lower air density, therefore lower aircraft performance? Thank you very much for this detailed video! Awesome explanations for the whole process!

[@FreePilotTraining]

I was just saying that you’ll use less fuel and the climb out won’t take as much time if you start from a higher pressure altitude

[@user-cn3pf5fv6c]

Awesome. Thank you!

[@chuckmartin5773]

For my checkride, the cross country covers two pages. Its a little confusing when you go from one page to the next. Where do the chck points go from one page to the next?

[@FreePilotTraining]

You may need to draw the same point on both sides of the chart. That’s really the best way to do it

[@arvindponnambalam9992]

When calculating TAS for climb, you mention using half the pressure altitude. Also mention know temperature is about 10 degrees. How did you get 10 degrees?

[@FreePilotTraining]

It’s just an estimation. I haven’t watched the video in a few months, but I typically choose the temperature that is about halfway through my climb altitude. You can either estimate this based on your surface temperature and a temperature lapse rate of 2 degrees every thousand feet, or you can look at the winds aloft charts and estimate based on that

[@arvindponnambalam9992]

Thanks, just wanted to make sure I understood correctly. I think I was thrown off because I expected the temperature at around 2500 feet (half way through your climb) to be 14 or higher based on what you estimated for wind, velocity and temp in climb. Thanks for a great video, really has helped me with nav logs!

[@FreePilotTraining]

@@arvindponnambalam9992 no problem!

[@joaocavalcanti7721]

Excellent video ...Thanks for the job well done ...Keep up the great work !

[@FreePilotTraining]

Thank you so much!

[@marsisflat8888]

Great video, im a student pilot and my instructor sent me here. Also great intro music

[@FreePilotTraining]

Thank you so much! Glad to have you!

[@PghGameFix]

Love your vids. It's great to keep this stuff fresh in my mind. Thanks for putting them out.

[@FreePilotTraining]

Thank you so much! I appreciate that! It’s great to get compliments like this. It’s good motivation

[@joshuahunter2825]

@4:58 "East and Least and West is Best" also works for the cruise altitude as well as other things. East is least: 1 is less the 2, 3 is less than 4, counting. And you always add 500 for VFR.

[@kurtreber9813]

Aww your comment beat mine by 5 days. Very good, sir.