Absolutely love the channel! Just a note - I think the headwind component in this example should be 6cos(30) or about 5, not 3. Obviously not a huge difference in this particular scenario, but you wouldn't want someone to have the misconception that the headwind component is the full wind minus the crosswind component, since with stronger winds or a different angle it could of course result in a significant difference.
Excellent video! however I have a question, at 4:49 why did you have to interpolate between 1000ft and 2000ft PRESS ALT if Destination PRESS ALT was 773ft? Thanks!
if the pressure altitude is a HIGHER number than 29.92, like 29.95, for example, do you still subtract it from 29.92 - 29.95 = -00.03, then x 1000 = -30, so then do you then SUBTRACT 30 from the airport's true elevation?> which would mean the pressure altitude number would be LOWER than the airport's true elevation?
Don’t know if you’ll see this or not, but was wondering if you had the spreadsheets as a PDF I could use? I’m currently a student pilot and these look fairly easy to use!
G,day from Sydney Australia. Thank you for the quick explanation for using these tables and calculator. Where do we find this software tool/calculator within the (POH) to download onto a tablet or similar device? Is it FAA guidance tables used by companies such as Foreflight etc? 💻🇭🇲
You say that it's conservative to use max gross landing weight even if you're not max gross. I'd argue that you settle onto the runway much sooner at max gross compared to light weight when you float. Therefore you can get on the brakes quicker and stop quicker when heavy and probably can stop sooner in this case versus when you're alone and float down the runway longer (assuming you use the same approach speed).
You would take ur current altimeter setting and then find the difference between 29.92 then times the answer by 1000 then add 1000 feet to that (ur field elevation) and there’s your pressure alt! (I think. I just learned this too lol)
I’m probably one of the rare GA pilots that does this for every single flight. Let’s face it, a lot of GA pilots take their 1000ft takeoff roll on an 8000ft runway for granted and I was one of them for a while. But now I do a full takeoff roll, accelerated stop distance, etc (all with a manual E6B to boot!) so I know my abort point. If I haven’t reached my desired airspeed or rotated by the abort point (I use intersections and clear markers), I assume something is wrong and I abort takeoff. I’ve found that my calculations have gotten pretty accurate to within about 100 feet. Same with landing distance (must touch down by a certain point and expect to be off by a certain taxiway). It makes cruise calcs feel like a cakewalk.
I really like your idea of using markers or signs to know when takeoff should’ve happened. I once had a rough engine immediately on takeoff and had I designated a point where takeoff should’ve happened, I would’ve known to have aborted. Thanks for the idea, it’ll probably save someone’s life one day
I think operating a vehicle whose primary means of transportation failure is gravity pulling it into hard grounds...warrants a bit of time of due diligence.
Not flying related but you can add bookmarks to that PDF and name them if the software isn't just a plain reader.
Yes, well it's doubly correct then!
Seriously the best channel out there for breaking down all of the important info for aviation students. Thank you.
Absolutely love the channel! Just a note - I think the headwind component in this example should be 6cos(30) or about 5, not 3. Obviously not a huge difference in this particular scenario, but you wouldn't want someone to have the misconception that the headwind component is the full wind minus the crosswind component, since with stronger winds or a different angle it could of course result in a significant difference.
Excellent video! however I have a question, at 4:49 why did you have to interpolate between 1000ft and 2000ft PRESS ALT if Destination PRESS ALT was 773ft? Thanks!
I think he was interpolating between 20 C and 30 C because the destination airport was at 25 C.
I've never seen the PITSTOP mnemonic before. THANK YOU !!
@5:17 1342 what? What is the UoM? Thank you
if the pressure altitude is a HIGHER number than 29.92, like 29.95, for example, do you still subtract it from 29.92 - 29.95 = -00.03, then x 1000 = -30, so then do you then SUBTRACT 30 from the airport's true elevation?> which would mean the pressure altitude number would be LOWER than the airport's true elevation?
Thanks for the video. Noticeably clear explanation.
Don’t know if you’ll see this or not, but was wondering if you had the spreadsheets as a PDF I could use? I’m currently a student pilot and these look fairly easy to use!
G,day from Sydney Australia.
Thank you for the quick explanation for using these tables and calculator. Where do we find this software tool/calculator within the (POH) to download onto a tablet or similar device?
Is it FAA guidance tables used by companies such as Foreflight etc?
💻🇭🇲
You say that it's conservative to use max gross landing weight even if you're not max gross. I'd argue that you settle onto the runway much sooner at max gross compared to light weight when you float. Therefore you can get on the brakes quicker and stop quicker when heavy and probably can stop sooner in this case versus when you're alone and float down the runway longer (assuming you use the same approach speed).
So if my field elevation is 1000 and my POH only has sea level, 2500, 5000, and 7500. How do I solve with alt setting of 29.92?
You would take ur current altimeter setting and then find the difference between 29.92 then times the answer by 1000 then add 1000 feet to that (ur field elevation) and there’s your pressure alt! (I think. I just learned this too lol)
I’m probably one of the rare GA pilots that does this for every single flight. Let’s face it, a lot of GA pilots take their 1000ft takeoff roll on an 8000ft runway for granted and I was one of them for a while. But now I do a full takeoff roll, accelerated stop distance, etc (all with a manual E6B to boot!) so I know my abort point. If I haven’t reached my desired airspeed or rotated by the abort point (I use intersections and clear markers), I assume something is wrong and I abort takeoff. I’ve found that my calculations have gotten pretty accurate to within about 100 feet. Same with landing distance (must touch down by a certain point and expect to be off by a certain taxiway). It makes cruise calcs feel like a cakewalk.
I use the rule of thumb method. 99.9% of all takeoffs in a fully loaded C-172 on a hot day can take off and land on a 3500 ft paved runway.
I depart from a 600 mtr grass runway, so I do my calculations as well, specially during the summer.
I really like your idea of using markers or signs to know when takeoff should’ve happened. I once had a rough engine immediately on takeoff and had I designated a point where takeoff should’ve happened, I would’ve known to have aborted.
Thanks for the idea, it’ll probably save someone’s life one day
I think operating a vehicle whose primary means of transportation failure is gravity pulling it into hard grounds...warrants a bit of time of due diligence.
Not how I was taught.. Didn't interpolate for a majority of things you need to.