Student pilot here. I spent a lot of money using another “popular” flight schools online class. And I’ve also watched countless other popular TH-camrs 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.
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!
@@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 thank you! I totally agree. I want this information to actually help people in flight, and not just to pass the knowledge test
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!
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 😆
@@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
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.
I had a similar experience. Sat through a 3.3 hour lesson with my instructor on this, and $275 later I still didn't know what the heck to do. This video saved my bacon!
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.
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.
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.
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)
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!
Really wish I had this resource when I was planning my cross countries years ago. Today as a CFI, I love circling back to this to help simplify the concepts and reduce confusion with my students. Thanks a bunch man!
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.
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.
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 !!!!
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.
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.
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!
@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!
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.
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!
You have one of the best channels for ground school out there. I have subscribed. Thank you for all you do. I would say that your teaching has helped a lot and I cross reference it to AFH, Jeppessen, and King Academy tests.
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.
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 .
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!
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!
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
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!
@@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!
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.
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!!!!
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.
Your presentation of this is really nice and clean. Commercial pilot here! I was just on TH-cam to find a navlog video for a friend that’s starting his PPL!
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.
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.😁
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.
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
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.
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 .
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
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. 👍
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.
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
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)!
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.
@@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!
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.
Awesome. The more I’m on TH-cam, 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
@@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).
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
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
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.
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 Thank you for at least considering my idea. I personally struggle to keep scanning and looking out while maneuvering, especially in a turn.
@@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!
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.
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.
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!
@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.
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 Nice to know, transition altitude depends on each aerodrome, for example in Pisco - Perú (40'), the transition altitude is 3,000'. Thanks!
It’s so cool to hear that you home airport is Vinita! I’m doing my training out at Joplin (KJLN) right now! Hopefully if I fly into Vinita we can meet up or something!
you are supposed to see how much above or below standard temperature for the altitude you will be cruising is and not just "8 degrees celsius is closer to 15 degrees celsius" yes 15 degrees celsius is standard, but only at sea level so you would really have 4 degrees standard temperature for 5,500' MSL in your video so the actual answers is the same because 4 degrees below standard is still closest to the standard category in the chart, but maybe that was implied and I'm just being knit picky...I really love your videos and have learned a lot (I'm a student pilot finishing up my Private right now so I don't know half the knowledge you do in the first place. I just got confused because my CFI told me to do it the other way.
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 TH-cam videos. Thank you.
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.
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?
MC = TC +/- Var not to be confused with TH which adjusts for wind. My instruction teaches that the Course/Route column should be MC so that you can compute cruise altitude. This should be done before considering winds aloft and TH. It’s a bit of a technicality given our world of GPS, but it is more accurate.
16:39 If my PA = 116 at the surface, meaning my PA at 5500 MSL (Cruise Altitude) = 5616. Would I use the 6000 PA data in the POH or would I use the S.L. data for climb data? A little confused. Thanks!
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
Student pilot here. I spent a lot of money using another “popular” flight schools online class. And I’ve also watched countless other popular TH-camrs 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.
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!
@@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.
There is a fundamental difference between telling information and teaching to impart knowledge!
@@survivalhealthandhealingtv5651 thank you! I totally agree. I want this information to actually help people in flight, and not just to pass the knowledge test
@@survivalhealthandhealingtv5651 100% agree.
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!
Awesome! Thank you for the share! It means a lot!
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 😆
@@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
👍 ok, I'll have to look into that, thanks!
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.
You’re welcome! Thanks for checking out the channel!
I had a similar experience. Sat through a 3.3 hour lesson with my instructor on this, and $275 later I still didn't know what the heck to do. This video saved my bacon!
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.
Thank you so much! That means a lot!
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.
Awesome! So glad you found this helpful!
This man is out here saving students like me, from the bottom of my heart, thank you! 😂
Awesome! You’re welcome!
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.
Yes, that’s a small error in the video. Thanks for the comment!
This confused me 🥲 I have to re watch the video 🫠 hopefully I can catch it
what is ISA?
I searched for hours for someone to explain NAV logs in a coherent manner and what a gem coming across this. THANK YOU!
You’re welcome! Glad you found me
Hands down the best TH-cam videos for student pilots.
Appreciate you man, your content have helped me immensely🙏🏽
Thanks James! I really appreciate that!
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)
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!
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
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!
Thanks! That means a lot! I hope to make many more!
Really wish I had this resource when I was planning my cross countries years ago. Today as a CFI, I love circling back to this to help simplify the concepts and reduce confusion with my students. Thanks a bunch man!
You’re welcome!
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.
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.
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 !!!!
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.
Very great teaching - You have even fans in Europe. Greetings from Germany!
That’s so awesome! You have a beautiful country! I love it there. Thank you!
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.
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!
@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!
I’m an instructor and this is a good video, well done! Thanks for producing this. Fly safe!
You’re welcome! It’s great to see instructors on here! Thanks for the comment!
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.
Awesome! I appreciate that! Glad I passed the test 😂
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!
Awesome! You’re welcome!
You have one of the best channels for ground school out there. I have subscribed. Thank you for all you do. I would say that your teaching has helped a lot and I cross reference it to AFH, Jeppessen, and King Academy tests.
Thanks! That means a lot!
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.
Thanks! Yes, I love the running clock. It’s the only way to go.
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 .
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!
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!
You’re welcome! Thanks for watching and the comment! It means a lot
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!
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
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!
@@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!
As a student for a PPL, I continuously find this fellow's videos useful.
Thanks Andrew! That means a lot!
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.
Thank you so much! I appreciate that!
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.
Thanks Jorge! I appreciate that! It’s amazing how fast those skills disappear! And thanks for the sub!
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!!!!
You’re welcome! So glad I could help!
Thank you so much for all you do. Your videos are the difference between me pushing forward and giving up!
Awesome! So glad I could help
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.
Awesome! So glad I could help
This video was really sweven. Thanks!
😂 thanks!
Your presentation of this is really nice and clean. Commercial pilot here! I was just on TH-cam to find a navlog video for a friend that’s starting his PPL!
Thanks! I appreciate you pointing folks this way!
Amazing detail! I will definitely be referencing back to this video! You made that E6B much less daunting to use and understand.
Awesome! You’re welcome!
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.
Thank you so much! That means a lot!
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!
You’re welcome! Thanks for watching!
The best Nav Log video on you tube. Thanks
Thank you so much!
Awesome video! Right to the point and you go through everything methodically at a good pace. It's like a machine gun of knowledge!!!
Thanks Al! I appreciate that!
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.😁
You’re welcome! So glad I could help!
God bless you!!
Thank you!
And thank you for the Super Thanks!
This video has helped me understand this stuff better than anything I have tried before. Seriously, thank you
So glad I could help! You’re welcome!
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.
So glad I could help! Thanks for the comment!
@@FreePilotTraining THE BEST!!!!!
I cannot thank you enough. I use this video every time I plan a cross country Thank You
You’re welcome!
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
You’re welcome! Thanks for watching!
BEAST! Best xcountry log on youtube
Thanks Paul!
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.
Thanks!
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 .
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
This is AWESOME!! Safety 1st & you out here helping the G.A. community
Thanks!
For on-course altitudes, being from the SW, my memory jog was “Easterners are Odd”. Worked for me! Great video!
Thank you so much! I like that. That’s a good one 😆
Very thankful for this video! I've come back to it time and time again.
You’re welcome!
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. 👍
Thanks! So glad I could help!
This has been the most challenging lesson thus far.
It gets easier with a little practice
¡Gracias!
You’re welcome! And thank YOU for the Super Thanks!
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.
That is very true. You can definitely use one for that
Love your vids. It's great to keep this stuff fresh in my mind. Thanks for putting them out.
Thank you so much! I appreciate that! It’s great to get compliments like this. It’s good motivation
For the odd/even altitude + 500, just use the same memory aid as for magnetic deviation: EAST IS LEAST (ODD), WEST IS BEST (EVEN).
Great video, im a student pilot and my instructor sent me here. Also great intro music
Thank you so much! Glad to have you!
Love the content!!! Interpolation video please!!! How to get temps exact. etc...
Thank you Sir. Your explanation of all things aviation make sense to a wannabe pilot, old school Ranger like me. Sua sponte, over.
Awesome! Green Light 🚦
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
Thanks James! That means a lot!
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.
Thank you so much!
That's a lot of math for a 30 min flight
Lol, yes it is
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)!
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.
@@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!
I was DEAD lost before I found this video. Many thanks!!
You’re welcome! Thanks Andrew!
very helpful video I have a prog check in 2 days
I am glad you got a video about flight planning.
Thanks! It’s taken me a while to get here, but I finally got it done
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.
Awesome. The more I’m on TH-cam, 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
@@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).
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
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
@@FreePilotTraining
Awesome
I’ll be watching for them
Thank you
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.
Very true…🤔 maybe I can do that at some point
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!
No problem! That’s a great idea! Need to think how I could incorporate that into a video.
@@FreePilotTraining Thank you for at least considering my idea. I personally struggle to keep scanning and looking out while maneuvering, especially in a turn.
@@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!
Great video! Thanks a lot! Very well impressed with the overall presentation and information. PhD Chemistry Professor!
Thanks! I appreciate that!
Awesome instructor dude. Thank you!!
Thanks!
Wow - just starting out lots to learn - thanks for the video
You’re welcome
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.
Too cool! Yeah, it’s right there! You’re welcome!
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.
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!
Excellent video ...Thanks for the job well done ...Keep up the great work !
Thank you so much!
no one needs another flight log and cross country lesson this one is all you need that is an actual fact.
Thanks Mike!
Great reference! Quick question. Are you decide cruising altitude using a TC? not a MC?
Should be MC. I should’ve clarified that better
@@FreePilotTraining really appreciate.
A short video in the near future from you on interpolation would be great!
You, sir, are a saint!
Thank you!
@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.
Aww your comment beat mine by 5 days. Very good, sir.
Could definitely use that interpolation video.
que video mas espectacular! completamente detallado y muy intuitivo. un gran saludo desde chile! cielos azules y divertidos vuelos! :D
Thank you so much!
Still a huge help! Thanks for the content.
You’re welcome!
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.
Thank you! And I appreciate the feedback! I may try to mention that in my performance videos
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.
Not sure where you are, but transition altitude is at 18,000 feet here in the US. That’s why
@@FreePilotTraining Nice to know, transition altitude depends on each aerodrome, for example in Pisco - Perú (40'), the transition altitude is 3,000'. Thanks!
It’s so cool to hear that you home airport is Vinita! I’m doing my training out at Joplin (KJLN) right now! Hopefully if I fly into Vinita we can meet up or something!
If I’m around I’d be happy to! I may be moving in the next few months, but not sure when yet
you are supposed to see how much above or below standard temperature for the altitude you will be cruising is and not just "8 degrees celsius is closer to 15 degrees celsius" yes 15 degrees celsius is standard, but only at sea level so you would really have 4 degrees standard temperature for 5,500' MSL in your video so the actual answers is the same because 4 degrees below standard is still closest to the standard category in the chart, but maybe that was implied and I'm just being knit picky...I really love your videos and have learned a lot (I'm a student pilot finishing up my Private right now so I don't know half the knowledge you do in the first place. I just got confused because my CFI told me to do it the other way.
Thanks!
No problem!
love that your local as I'm in Springdale ar and fly out of Springdale municipal
Awesome! Still haven’t flown into there yet, but I’d like to
You. Saved. My. Life.
Thanks!
This was a very sweven video!
😆 thanks!
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 TH-cam videos. Thank you.
Thanks! And I really appreciate the feedback! I’ll work on that
Thank you Sir👍🏻🛫
Wow finally well explained in easy way 👏 thanks a lot 🤙🤙🤙
You’re welcome! Thanks for the comment!
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.
Unfortunately that’s just how it is sometimes.
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?
Yeah. I may have made a mistake on that part
Isn't the vfr cruising altitude supposed to be based on MH, instead of TC as depicted here?
Your “Magnetic Course” is technically what you should be using
@@FreePilotTraining that would be MH ÷/- DEV?
MC = TC +/- Var not to be confused with TH which adjusts for wind. My instruction teaches that the Course/Route column should be MC so that you can compute cruise altitude. This should be done before considering winds aloft and TH.
It’s a bit of a technicality given our world of GPS, but it is more accurate.
@@dextermclean thanks!
Impressive! This is gold!
Thanks!
16:39 If my PA = 116 at the surface, meaning my PA at 5500 MSL (Cruise Altitude) = 5616. Would I use the 6000 PA data in the POH or would I use the S.L. data for climb data? A little confused. Thanks!
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
That’s a good one. I’ve never heard that
Best one I have seen, thank you!!
Thanks Eric!