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Grant Weiner
เข้าร่วมเมื่อ 22 พ.ย. 2011
2020: My Aviation Year in Review
2020 was an unprecedented year with the whole global pandemic thing, here's the positive aspects of my professional year in review:
January - March: CFI/CFII Prescott, AZ
May 2020 - LRJET SIC Type rating
July 2020 - ATP certificate
July 2020 - CE-500 PIC Type rating
July 2020 - First trip as a corporate pilot
If I can do it, so can you. Visit grantweiner1.com to connect with me and follow my journey as a corporate pilot.
NOTE: 458 hours flown in 2020, not my Total Time to date
January - March: CFI/CFII Prescott, AZ
May 2020 - LRJET SIC Type rating
July 2020 - ATP certificate
July 2020 - CE-500 PIC Type rating
July 2020 - First trip as a corporate pilot
If I can do it, so can you. Visit grantweiner1.com to connect with me and follow my journey as a corporate pilot.
NOTE: 458 hours flown in 2020, not my Total Time to date
มุมมอง: 489
วีดีโอ
My first type rating!
มุมมอง 5694 ปีที่แล้ว
The first part of my conversation with Dan S. about my first experience learning how to fly a jet! ⬇️ Full conversation and show notes available here ⬇️ linktr.ee/sticktalk.podcast
Why students fail IFR checkrides (GPS)
มุมมอง 28K4 ปีที่แล้ว
After nearly 1 full year of working as a CFI/CFII I am starting to see trends in common errors students make that eventually leads to checkride failure. In this series, I will be focusing on three major reasons that students fail IFR checkrides 1. GPS, 2. Alternate planning , and 3. Instrument Approach Procedures. During a practical test, a Designated Practical Examiner is evaluating your Appli...
This is a great video. Thank you. LPV approaches are not precision approaches. That question in a DPE exam could fail you
Isn’t WAAS sensitivity enroute 2 miles and not 3?
Good job
Too bad you bailed on the rest of the series.
Great video, thank you. Also your screen shot of the minimums from the approach plate at 11:42 awakened me to another situation I was unaware of. There are two LPV DAs specified, one at 200 AGL and one at 300 AGL. Living in the flat Midwest I had never seen that before and didn't know why. Found the answer that it has to do with the missed approach requiring more than 200 ft/NM climb if you go to the lower DA. So thank you for that unintentional learning moment as well.
under rated video my end of course next week thanks man
Thank you so much ! I have my end of course instrument stage check and check ride coming up so this was extra helpful ! 😊
Good video!
im only 2 minutes in, and my poor audio engineer ears are hurting from hearing the room noise coming back into the microphone. a simple eq out of that problematic frequency would do wonders! so far the content of the video far outweighs the small problem of the audio, haha
I’m kind of confused because everyone tells me that an LPV approach is not a precision approach, but yet in this video, you say that it is? Can you clarify please? Great video.
LPV and LNAV/VNAV app are APV approaches with vertical guidance not a Precision approach.
The only precision approach is an ILS
A GLS approach is considered a precision approach. But yes, in the realm of GA, GPS/GNSS are all non-precision.
Thank you for this lesson, you help me a lot
With all due respect, you have WAAS wrong.
Open to corrections! Dm me or comment directly so other viewers get accurate info
Why would you say “you’re wrong” and then not correct him? This is nearly just as useless as not saying anything.
@@evry1sfriend619 there are a multitude of videos on here that have it correct. What I wanted to avoid is someone watching this video for the purposes of learning about WAAS. If you would like me to go into more detail please reach out!
@@grantweiner1 hi, thanks for the response! The main point of having a WAAS receiver is its ability to apply correction formulas for a more accurate position of your airplane. Hence the satellite itself does not correct itself but rather the receiver can apply corrections to the information that it is getting. The ground based station receives the signal (finds that there is an error), sends it to the master station (develops a formula to correct it) sends it to an uplink station which sends it to the WAAS satellite. The WAAS satellite then sends it to the WAAS receiver in your aircraft. The error satellite doesn’t correct itself and if it did, there would be no point of us needing a WAAS receiver. All of this was done on my phone so I apologize for its sloppiness. The way understood you was the thought that the satellites could correct themselves with the formula from WAAS.
@@ronnyziesmer4709 this is what I thought he said. You and he concur.
Great video man, really cleared up a few things for me.
One of the most useful videos I have found on this topic!
Preparing for my IFR checkride and I found this video incredibly valuable, especially to clear it up for those of us who use G1000 with WAAS! Looking forward to parts 2 & 3!
TheFSXFlyBoy Glad it helped! Let me know if there’s any other areas you want to see covered, good luck on your checkride 👊