Even though I fly out of the same Class D (KDXR) every time, I always have a paper copy of the airport diagram on my knee board. I draw the taxi instructions on the paper so there is no confusion. I do the same for airports that I fly to. It’s kind of overkill, but I’m still a novice so I like to be sure of directions given to me.
I'm grateful that I'm training for my PPL in a class D airspace (KPTK). I'm not completely comfortable yet on the radio with things such as callbacks, but I'm glad that I get lots of practice. These videos help a lot!
Because Class D airports tend to sit under Class C, they also like use to declare altitude when we say VFR and direction of flight. As always a killer video Jason!
Very good videos. As a retired airline guy, I noticed you used the before T-O checklist as a do list. May I suggest you train your students to do a flow before each checklist and then run the checklist. It truly becomes a checklist then. Single pilot operations allows for too many distractions and thus a missed step if you operate it as a do list. Our company policy was that if the checklist was interrupted in a major way, you started all over at the beginning.
Run up trick for us carbureted guys. Leave carb heat out for idle check. Remember you’ll be landing carb heat out and when you pull back to idle you don’t want to stall.
I do my private pilot training out of Waukegan airport, which is a class delta. Its almost under the outer egde of Chicago's class bravo, one of the few bravos that student pilots are not allowed
Hi Jason, Meant to ask you in my last comment. 1) Why the two watches? 2) Why do you fly in the right co-pilot seat with the display off ? Thank, Barry :)
@mzeroa Question I was departing a class D airport that was inside a Charlie. My question is after I clear the Delta do I have to switch over to charlie? And if so should I just ask for a transition on the ground? The airports i was departing KFXE to the west. FLL is the charlie just to give the full picture
Hi Ryan! Thanks for watching! I took a quick look at the sectional chart. Airspace is charted in MSL. I know that in south Florida, MSL and AGL are almost equal, but it is important to clarify this. The FLL Class C starts at 1200 feet MSL. If you climb to 1200 or above while leaving FXE Class Delta, you would need prior permission from the Charlie controller. If you departed FXE and stayed at 1000 feet, for example, and went westbound until you left from underneath the Class C, you wouldn't need permission. As for asking beforehand, sometimes controllers can coordinate VFR flight following from the ground. It depends on the airport. It never hurts to ask! Hopefully this answers your question. If you need more clarifications or have any other questions please reach out to us at support@mzeroa.com! Thanks!
Can you share more detail about the checklist you’re using? I see it’s color coded, which I assume is for various abnormal and emergency procedures. Did you make that yourself?
hey jason i am a video editor and it looks like the contrast on the go pros are way to high which can make the eyes unpleasurable to watch and put more strain on the eyes so i would recommend turning the contrast down or make some color grade adjustment.
My 172R/S/SP checkmates have a "Mixture - Lean to ck" after the idle check on run-up but I noticed you didn't mention it after your idle check and can't find it in any POH checklist. Would you know why this is on the checklist? Thanks!
Still loving the vids! Keep em coming! By the way, I'm sure you've already noticed/addressed it, so I'm curious. What was the finding for your inspection hatch on the left of the cowling? That thing was flopping quite a bit... Was it just a hinge or something?
Thanks for the suggestion, Kayla! A good quick reference is to use a GPS if you have one and see if your groundspeed is lower than your airspeed. This shows you have a headwind. The opposite is true with a higher groundspeed. If your groundspeed is higher than your airspeed, you have a tailwind. I hope this helps!
Don't feel too bad! At my Delta it's always hopping and they get mad if you waste their time by cold-calling when it's obviously busy. But if it's dead cold-calling is a great idea.
Future Jason time traveled and messed up his sequence. I just hope the two don't meet. According to every movie I've seen this will create some sort of a tear in the space time continuum and we'll never see either of them again
Here in Australia we never do your cold calls. We just blurt our request all at once. eg equivalent call Moorabbin Ground, November 2 3 Mike Zulu, Cessna 172, With information foxtrot, POB 1, at north t hangers, request permission to taxi to runway 18 departure to the south. What's the purpose of the cold call?
I give a cold call just in case the controller is busy doing something else and isn't ready to copy our request. Especially if the Class D controllers are doing ground and tower simultaneously, you never know if someone's transmitting on the other frequency and they're busy.
@@jayrav13 thanks. Guess different countries slightly different procedures but once this covid madness is over definitely want to travel back to the US so helps me out.
The ground controllers around here (southern California) prefer the whole request. The tracon controllers are mixed - some like it in one go, some don't
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Even though I fly out of the same Class D (KDXR) every time, I always have a paper copy of the airport diagram on my knee board. I draw the taxi instructions on the paper so there is no confusion. I do the same for airports that I fly to. It’s kind of overkill, but I’m still a novice so I like to be sure of directions given to me.
Creating good habit is everything
That is great practice! I believe it's a huge help to have airport diagrams to go.
I like the idea of drawing it. I usually try to write down all the taxi letters as they speak, and I think your way is better.
Two comments, thanks for the video and I really appreciate your positivity and uplifting personality! Keep up the good work Jason and MzeroA Team!
Will do! Thanks for watching!
I'm grateful that I'm training for my PPL in a class D airspace (KPTK). I'm not completely comfortable yet on the radio with things such as callbacks, but I'm glad that I get lots of practice. These videos help a lot!
Glad we could help! It's definitely helpful training :)
Because Class D airports tend to sit under Class C, they also like use to declare altitude when we say VFR and direction of flight. As always a killer video Jason!
LOVE these and excited to begin your instrument classes once I complete my PPL @mzeroA
That sounds great! Cant wait to have you join!
Lotsa learning going on here! Thank you, Jason for the excellent videos.
Thanks for watching!
23MZ is looking good!!! I love the interior and that INTRO!
Very good videos. As a retired airline guy, I noticed you used the before T-O checklist as a do list. May I suggest you train your students to do a flow before each checklist and then run the checklist. It truly becomes a checklist then. Single pilot operations allows for too many distractions and thus a missed step if you operate it as a do list. Our company policy was that if the checklist was interrupted in a major way, you started all over at the beginning.
thanks for the feedback Jeffrey!
Run up trick for us carbureted guys. Leave carb heat out for idle check. Remember you’ll be landing carb heat out and when you pull back to idle you don’t want to stall.
My home airport (KBKV) is a class D and this is extremely helpful, thank you! I can’t wait to begin ground school with you guys soon!
Love your videos . Makes it easy to learn a lot!
like the cold calling!
I do my private pilot training out of Waukegan airport, which is a class delta. Its almost under the outer egde of Chicago's class bravo, one of the few bravos that student pilots are not allowed
Very informative video .! For a student pilot who is wondering to do everything perfectly ..
Hi Jason, Meant to ask you in my last comment.
1) Why the two watches?
2) Why do you fly in the right co-pilot seat with the display off ?
Thank,
Barry :)
Thanks for the great content! FYI, audio was only in the left channel.
@mzeroa Question I was departing a class D airport that was inside a Charlie. My question is after I clear the Delta do I have to switch over to charlie? And if so should I just ask for a transition on the ground? The airports i was departing KFXE to the west. FLL is the charlie just to give the full picture
Hi Ryan! Thanks for watching! I took a quick look at the sectional chart. Airspace is charted in MSL. I know that in south Florida, MSL and AGL are almost equal, but it is important to clarify this. The FLL Class C starts at 1200 feet MSL. If you climb to 1200 or above while leaving FXE Class Delta, you would need prior permission from the Charlie controller. If you departed FXE and stayed at 1000 feet, for example, and went westbound until you left from underneath the Class C, you wouldn't need permission. As for asking beforehand, sometimes controllers can coordinate VFR flight following from the ground. It depends on the airport. It never hurts to ask! Hopefully this answers your question. If you need more clarifications or have any other questions please reach out to us at support@mzeroa.com! Thanks!
That oil access door on the cowling sure rattles a lot in your forward view. Loose by the hinge perhaps?
Can you share more detail about the checklist you’re using? I see it’s color coded, which I assume is for various abnormal and emergency procedures. Did you make that yourself?
you can find those on the internet for your plane; print out and laminate.
@mzeroa - How about some night flying/landing videos?
hey jason i am a video editor and it looks like the contrast on the go pros are way to high which can make the eyes unpleasurable to watch and put more strain on the eyes so i would recommend turning the contrast down or make some color grade adjustment.
Not a big fan of cold calling. Glad to see you using a written check list.
Me too! Thanks for watching!
As a student I learned a lot of informations from that guy.
I can second this!
Most informational pilot channel in my opinion
My 172R/S/SP checkmates have a "Mixture - Lean to ck" after the idle check on run-up but I noticed you didn't mention it after your idle check and can't find it in any POH checklist. Would you know why this is on the checklist? Thanks!
Still loving the vids! Keep em coming!
By the way, I'm sure you've already noticed/addressed it, so I'm curious. What was the finding for your inspection hatch on the left of the cowling?
That thing was flopping quite a bit... Was it just a hinge or something?
Can you do a video on how to know if your going into the wind on the ground and in the sky?
Thanks for the suggestion, Kayla! A good quick reference is to use a GPS if you have one and see if your groundspeed is lower than your airspeed. This shows you have a headwind. The opposite is true with a higher groundspeed. If your groundspeed is higher than your airspeed, you have a tailwind. I hope this helps!
Oof. I haven't been cold calling ground. Now I feel bad. Time to clean up those radio calls. 🤣
Don't feel too bad! At my Delta it's always hopping and they get mad if you waste their time by cold-calling when it's obviously busy. But if it's dead cold-calling is a great idea.
@@joelleerickson2642 Ditto at my Class D.
We say "Executive Ground, Cessna N ---- at hanger 5 apron, for VFR departure to the north with information Delta ( or whatever)"
👍
So you did the flight following video before this one?
Future Jason time traveled and messed up his sequence. I just hope the two don't meet. According to every movie I've seen this will create some sort of a tear in the space time continuum and we'll never see either of them again
Here in Australia we never do your cold calls. We just blurt our request all at once.
eg equivalent call Moorabbin Ground, November 2 3 Mike Zulu, Cessna 172, With information foxtrot, POB 1, at north t hangers, request permission to taxi to runway 18 departure to the south.
What's the purpose of the cold call?
I give a cold call just in case the controller is busy doing something else and isn't ready to copy our request. Especially if the Class D controllers are doing ground and tower simultaneously, you never know if someone's transmitting on the other frequency and they're busy.
@@jayrav13 thanks. Guess different countries slightly different procedures but once this covid madness is over definitely want to travel back to the US so helps me out.
You don’t have to give a cold call. Usually I only do it for center to get flight following.
The ground controllers around here (southern California) prefer the whole request. The tracon controllers are mixed - some like it in one go, some don't
What’s up with the rabbit in the back seat?
Don't they call it behind the engine of an airplane wake turbulence
Cirrus...way faster 😀