Private Pilot Ground School 2 - Lesson 1 - Full Course (Introduction & Aerodynamics)

hello everyone and welcome to the free private pilot ground school how is everyone doing out there i appreciate you guys spending time with us this evening and for the next four weeks hello hello hello what we're gonna do is we're gonna give it about another four or five minutes let people kind of filter in because this is the first class and we know that there are some that are slightly technology challenge but we'll get through that as well we've got a lot of material to cover so welcome everyone um i understand i will answer a few questions up front and just also keep in mind at the end of class i'll be here for another 30 minutes or so so i'm happy to answer any last minute questions that you guys have here i'll get rid of the uh slides so you can see a little bigger version of me um so once again my name is david we'll go through everything i'll spend about 30 minutes kind of going through the class setup and then we're going to get into aerodynamics um i'm glad that everyone made it and uh if you haven't joined the uh facebook group feel free to do so for those of you that are having problems with the website keep in mind that there are 7 500 people registered for this course if everybody tries to get on it once uh i did have to call our web company and there's a guy that's adding more ram or whatever he needs to do to it um it is not crucial that you follow along or have access to the website while we're doing this course so do not worry please it is not the end of the world um any type of access issues or anything like that we can resolve at the end of class the more important thing is that you guys are here with us and this is where the class material is we will give you all the handouts and everything that you need to get you through the course and we'll do it together and it is being recorded uh once the class is done i'll go ahead and download the recording and then upload it to the website for everyone uh and the reason why we have a little learning portal for this for example is uh it allows us to track your progress and make sure that you basically take the quizzes and take the final exam and that allows us to do the endorsements for you all right so like i said we'll give it about three or four minutes if you guys have any more questions let us know uh keep in mind that yep we do have upwards of 7 000 people that did sign up and there are a lot of people that are on the east coast here so i understand that people kind of filter off and then you guys can watch the recording or whatever you missed of it and then there are some people that just can't make the monday class so i know they'll watch this on tuesday and they'll join us on the on the future classes all right uh so with that welcome everyone um the other thing i'll also mention before we get started is try to keep the chat kosher uh let's keep it professional everyone this even though this is a free class uh we do have a wide range of audience here everybody from you know uh our cadets out there i know there's quite a few on here um all the way up to our our older seniors if you will so keep it relevant keep it uh keep it positive i've given the permission of the moderators to just boot people and ban people if if it is something uh that is unnecessary in terms of the comments all right and once again i do still see some people saying the website is having some issues that's perfectly fine it is not necessary it's not 100 necessary to be on the website at this given time it will be uh back where it needs to be because we've got so many people trying to log in at once all right so as long as you guys are here then we are good to go all right hopefully everyone's having a great week and uh surviving kovid as we all know got a lot of cat people we got our cap alabama pennsylvania 64. what we're going to do in the classes is uh we will basically also go over some polls so the polls i'm going to add there's a specific location that you answer a poll now it usually takes people a week or two to figure this out but try not to answer the poll questions in the chat that kind of gives away the answer to other people um and we will go through the faa test questions out there all right i'll give it another minute or so as people still filter in if you have any questions if you're still trying to join the facebook group uh just let me know and uh we'll get that taken care of as well but other than that welcome everyone glad you guys could be here we are excited to have you and i will just make sure that these last two people get approved all right merchant marine awesome john got some private pilots so for some of you guys out there and gals that are already licensed pilots and this is a refresher course bear with me for the first 30 minutes or so um there are some brand new folks or student pilots that have not been an airplane we will be talking about just the basic privileges and limitations the hour requirements uh and everything else so just stick with me on that um the the last half of the class is going to be the more in-depth refresher once we start getting into aerodynamics um so with that i'm gonna go ahead and start the presentation other people can kind of filter in as we get going here and welcome everyone all right so this is the free private pilot ground school course we are going to be talking initially about the following topics so talk a little bit about who we are um i'll introduce myself we'll talk about the course itself how does the course work what what is the whole purpose of this course um how do i log in what happens if i forget my password we'll go through that we'll talk about private pilot privileges and limitations what you can and cannot do as a licensed pilot and the private pilot is the class that you're covering here i know there are some people out there that want to sport pilot license which is slightly different but the material is relatively the same and for our helicopter folks it's about 90 the same as well we'll talk about the medical requirements you are required to have a type of medical there's a few different types that the faa does require we'll talk about how to get one uh and how to get a student pilot license in the process then after that uh we'll take a quick five-minute break we'll talk about aircraft components so this is the main parts of an airplane so everything from the fuselage to the wings we'll also talk about how we actually move an aircraft about its axis then after that we'll give you guys another break and we'll go through the actual aerodynamics section which is going to cover all everything in terms of the basics of aerodynamics lift weight thrust drag how does an airplane actually fly we'll talk about ground effect wingtip vortices weight turbulence avoidance and what is wake turbulence um and everything in between and then we'll wrap it up and we'll leave it for any questions you guys may or may not have at the end of class all right so with that let's go ahead and uh start off a little bit about who we are so um you know this is check right prep and as mentioned i'll go through my i'll just do a quick introduction of myself my name is david tushin for those of you that have not taken a class with us before uh i am going to be your lead instructor for the entire course here with uh the next 12 sessions we're going to spend almost 40 hours together and a little bit about me i started flying in 2001 about a month before 9 11 so it wasn't really a great year to start great month to start and i ended up because of 911 you know putting everything on hold um and kind of doing the corporate route business school type thing and uh just kind of doing something other than aviation at that point since it didn't seem very promising i came back to aviation in 2016 2017 got all of my licenses in exactly six months at a normal part 61 school it wasn't accelerated um i actually got my cfwi first at five months and 29 days then i got my cfi a day later exactly six months and finished up everything from that point i think that was in uh december of 2017 i had about 260 hours and then i went to 1500 hours at by july of 2018. so i was basically flying my butt off working with students at about 20 or 30 students at the time and was flying every single day uh you know as much as i could which is the legal limit as an instructor is eight hours in a 24 hour period from that point i uh got hired on with compass airlines and i flew the ember air 175 out of los angeles international um had a great time with that company a lot of fun continued uh you know traveling around the country and we flew up to canada and mexico um i think as far out as nashville so a great group of guys and gals we've got to work with um and uh that's basically a little bit about me all right guys so that's my passion here i have never not not instructed even when i was working for the airlines i continued to instruct continue to have students so my passion is to kind of get you guys through this course i understand it's going to be a lot like drinking from a fire hose that's a great analogy um but we're gonna do it all together like i said with the facebook group that's out there um that will also help you you guys are all helping each other and we'll get we'll all get through this uh at the end of the day all right so about check ride prep a little bit about us so it started in 2017 and we basically provide flight training for a lot of varieties everything from private pilot all the way through advanced training uh for commercial and also cfi classes so as you guys can see there that's one of our one of our classrooms that's actually one of our older classrooms that we had um and that was a cfi class that was going on where they're all scratching their head uh and in the cfi class you can see that obviously it is in depth and it is a lot of information um we'll we'll talk about what this course will entail here in just a moment as well but that's a little bit about us uh so with that a couple of course updates you guys are already in this course so as you guys know july 20th through august 14th this course is going to run for four weeks or uh 12 classes total monday wednesday and friday 5 p.m pacific time uh and at the end of the day we also have a couple other classes that are coming up at the end of august uh this year we're going to do our commercial pilot ground school and then for those that need their cfi refresher we're going to do the cfi and the double eye in november and december of this year as well we post all that stuff on our facebook so you guys uh you know if you're not a member of facebook i'm not a huge user of facebook but that kind of allows people to get uh set up let me go ahead and share a uh course calendar with everyone here so this is the course calendar you guys can download it it's also located on the facebook group and it's also located on the online portal uh this is how the course is set up so as mentioned there's a total of 12 lessons that make up the private pilot ground school those 12 lessons are are roughly going to be about three and a half hours in length so like i said if you're on the later end of the spectrum if you're on the east coast uh or even further then i would obviously expect you guys to taper off go to bed you guys can catch what you missed in the morning it's about 42 hours of live class and then the last 30 minutes we keep for the the live q a classes are every monday wednesday and friday at 5 p.m pacific time so that's the best that we can do to kind of make sure everybody kind of falls in line in terms of being out of work here on the west coast and not being way too late on the east coast and this course is here to help you with the faa written the oral and the practical exam so it's not just here to get you through the oral um this is also going to be a great refresher for our rusty pilots a rusty pilot for those of you that don't know are basically any pilot that's kind of been out of aviation they already have their license and then they've been out of aviation for a while and they just need a good refresher to kind of stay current if you will all right as mentioned you'll have the opportunity to chat with me and our mods our mods keep in mind you've got zaf and missy out there um zaff is uh working he's very very knowledgeable he's got his agi igi and uh working on a cfi missy um is also our other mod you can always ask her questions she's mr mrs atp out there so she's got an airline transport pilot license and a whole skew of other uh three-letter endorsements after her name um and she bakes cookies so she'll all share with us hopefully during the breaks that calendar that i did share with you will go over all of the classes in terms of when the classes are occurring and the tests that are associated with the classes you guys will start to figure this out step by step as we go through now when the way that this course works as you guys have uh already kind of figured out is that we release the course or the specific class materials two hours before the lecture that way what you'll end up doing that will give you the documents for the class or to study we put all the supplemental information copies of the videos that we show here everything that you need including the test material to take the test are going to be located on that online portal the reason why we do that a lot of people say why don't we just do a facebook live we need to as instructors track your progress to make sure that when we do sign you off at the end of class that you did actually take the you did show up when you needed to show up and took the quizzes which we'll talk about here as well all right so when we talk about two different times you guys usually get an email reminder about three hours before class the class materials open up on the website two hours before class and then you guys are all here with me now at 5 pm pacific time or wherever your local time is once the class becomes available if uh you guys do not receive the emails um you guys should get two emails for every class basically an email reminder that the class is starting and then at the end of class you'll get an email reminder stating that the replay or the recorded content is available to you at that point all right um if you go to the lesson if you just as you guys can see here i'll show you on the screen with a nice pink color what you guys see here is this webinar class link which is just above the actual video that's uh that's just used as a placeholder if you if you uh aren't unable to find your specific uh email for the day you can log into the website click on that link and that will take you to where you guys are currently located we also post that information on facebook and instagram so you can always follow along there as well all right please allow us about an hour or two to get these lessons uploaded for you um just because the downloading doesn't take very long it's mainly the uploading back to the website now i do want to stress a lot of people are always saying you know what's the deal we've all watched youtube videos where we have to watch 11 or 12 minutes of content and there's 60 seconds of good information and the rest is just sales or you know whatever it is this i can promise you is not a watered down course um these were some images from social media that our students have shared in the past we're going to try to make it as interactive as possible and keep in mind that you this is the same class it's just a different delivery format but this is the same class if you were sitting in that classroom with us you would get the same treatment you would get a little binder instead of having an online course with all of your handouts on day one but you guys will get the same experience as any other student going forward all right for those of you that are new to webinars webinars are basically just a one-way street here so you can interact with us via chat um and obviously you're you're seeing us it's not a meeting thing where we can share videos uh it just makes it a little bit easier obviously if you're watching this you've already hit that magical play button in the center that's your key now i guarantee you uh we will lose audio at some point you will lose audio or i will lose audio if that happens go ahead and log out and then log back in it always happens remember with covid and everything else and everybody's staying home we are competing with the thousands of kids especially at this hour that are on netflix and playing video games and everything else with that bandwidth it will happen do not worry we just move to basically just restarts a room and if it's something that is happening uh on an individual level then just go ahead and reconnect so just hit the big x in the corner reconnect and uh you'll have no problems because we do we've dealt with this stuff in the past questions as you guys know you guys can ask questions to the group in the group chat um you can also ask questions to the mod or to the admins themselves uh and then in the polls we do have polls that will represent the faa test questions as we cover each section to make sure that you guys are following along and not not sleeping on you out there and try to answer those questions to the best of your ability in the actual poll and then at the end we'll go over the answer and we'll share that poll with the rest of the class all right uh we are based in camarillo california that is about an hour north of los angeles uh our airport code is kcma uh so there's a big training airport out here all right how do you access this course uh one thing that i tried to do to kind of prevent uh you know the server from getting too many hits at once was try to sign up everybody who did sign up or pre-sign up you guys so you guys should have received an email if if anybody signed up after midnight or basically between midnight and now um you guys will have to uh sign up for the actual website to do that you're gonna go to checkrideprep.com um and then it's pretty simple in the upper right hand corner you're gonna go ahead and click on the register button that will open up this page and it'll just ask for some basic information once you fill out that you'll go to your email you'll confirm your email and activate the account now it does not activate until we actually go in on our side and hit the activate button so uh we will i'll do that probably midway on one of the breaks if anybody's on there and that's as simple as that but most of us should have uh that set up at this point once you're inside and you're logged in i just want to point out a few things so there are two different menu buttons out there there's a slider on the left hand side so if you actually click on that little red thing right there in the corner that is going to basically open up the menu or you can click if you want to upload your picture you can click on your name and it'll basically load a drop down menu as well so on that drop down menu you can click on courses make sure that you have the uh free online private pilot ground school course and that will get you there um you guys can obviously uh send private messages to each other or to me if you need to or i'll show you another way that you can connect as well but once again all the information will be loaded on there once you're there i want to point out a few different things so this is what the course currently looks like if you log into the website on the upper right hand side in the blue box that blue box is represented of where you log in and log out that is also where the drop down menu will occur so if you click on my name with my picture there that drop down menu will show up and that's where i can then get my course information or look up further uh information on the far left hand side this is your menu bar it's kind of that orangish color here that far left hand side is your menu bar where it has all of the lessons um that are available and it is in that specific order week by week and then the last one i do want to point out at the center above the video placeholder in the yellow is going to be the webinar so if you guys lose everything just log in click on the webinar link and that will take you directly to where you guys are currently located the video placeholder is just that it is a placeholder remember that this is a live class so once the class is done then we will go ahead and upload that recording to where that video placeholder is currently sitting um and let's go ahead and look at the a little bit further down so below that video there's a couple things that you guys will notice if we look in area number one these are the individual lessons so the lessons are broken by weeks and then we've got lesson one which is monday lesson two which is going to be wednesday in than three for friday each of those lessons if you try to click on any future lessons as mentioned they won't open up until two hours before the class starts on that given day your course documents and downloads which is uh number two here is this entire section so everything that we're going to talk about or anything um that's associated with the course that might help you is all there for the taking and every it will be associated with the specific lesson that we're talking about all right any type of website links are going to be listed below that such as if you want to get information on how to get your student pilot license or find an faa medical examiner those are all links available to you and the last one that's very important is number four it's kind of hard to see but that is your aerodynamics test your test is always located at the very very bottom um of the actual uh homework and the homework is gonna we'll talk about that here in a second but that is how the course is laid out and that's what it's going to look like once you guys are logged in once again not necessary to log in given this second and then you want to register each person if you can yep tom correct all right if you click on that aerodynamics test this is what the test will look like as you can see at the top this is uh all of the test questions so in this lesson there's a total of 45 questions it does allow you to review the questions so in the event that you weren't sure uh let's say that you you answer the question but you're like 50 50. the review will basically market a specific color to let you color code it and then know to kind of go back to that specific question um you know and basically re-review it now in the past you had to take all of the questions or answer all the questions otherwise you lose the data now what will end up happening is this save and next button on some of the longer tests like the weather uh the weather theory test with when you hit save and next you can then go outside of that quiz and when you return to that quiz it will basically ask you do you want to start over or do you want to continue the same quiz so it will save your results up to that given point once you're completely done with everything this quiz summary will then uh turn basically to your completion uh it will give you uh it will email you a copy of the results and it will give you whether whatever your score is you can take it as many times as you want uh and each quiz will then these are the same test questions that i would expect you to see on your final faa exam and we'll talk a little bit more about that here in a minute all right when it comes to the faa knowledge uh supplements there are a lot of questions out there that will specifically ask for refer to a testing figure um it is a a physical document and it looks like this just like what you guys see here it's a book that's really small it's about 60 or 70 pages because of because it's such a large document i wasn't able to upload it but i do give you guys a direct link um i'll actually go back a slide here just one slide so at the very bottom where it says course website links you see this thing that i've highlighted in the red box if you click on that that is that pdf document of all of the test figures i recommend that you guys uh basically download that and put that on your desktop to refer to we do put the test figures into the questions but once again it's a little bit easier to look at it at the pdf because then you can zoom in a bit more um and as mentioned under basically we we put this website link under every single lesson just as a reminder that this is a specific document that you might you might need for the testing figure if the if the faa test question asks you to uh you know refer to a figure all you're going to do is just look through it as you can see this is test figure number four um and it's basically asking you an airspeed question of some type or it could have an aviation chart on a different figure as well all right just want to clarify that because we usually get a lot of emails when it comes down to that stuff so uh hopefully that makes sense all right let's talk a few things about study tips here i want to make this very very clear um this is a reminder that this course is not teaching you to the written so what i mean by that is i'm not gonna i'm not gonna teach you you know you need to answer a for this question anytime you see this word or you're gonna answer b for this question all right i'm trying to teach you guys to become safe proficient uh pilots that's the goal here all right so more information is probably going to be provided than what is actually necessary but the amount of information um is foundational okay i want you guys to take advantage of all the quizzes and tests that are available to you that will help you out throughout this course because the faa exam will be 60 questions at the end of the day and we'll talk about that here in a minute overall in this class i think there's between seven and 800 faa test questions that have been pre-loaded into the system which are going to line up with every lesson that we cover um and then i would like you to continue taking those practice tests every time you take a practice test it will become easier and easier and in the event that you are having some issues with the testing question feel free to take a screenshot of it email it to me i'm happy to work you work through it with you if it's something that just keeps you keep banging your head against the wall our we are really your best resource here that's use us abuse us if you want um and we're gonna answer as many questions as we can uh once again make use of that facebook group a lot of times people in that facebook group we've got a lot of pilots a lot of cfi's a lot of experience in that group and you guys are helping each other along the way um i'll mark out the 1900 i think we're at 2700 people as of today and then make use of that testing supplement as well so go through that testing supplement and download it make sure that you understand what is actually located in there when you go in to take your actual faa test at an faa testing facility or approved testing facility they're gonna give you that same booklet a hard copy of that booklet okay uh cap adam is civil air patrol that's what it stands for all right on the left hand side of the screen in the upper left we are looking at uh not the instrument rating but this is the you're basically going to have two and a half hours to take your private pilot exam uh you need to get a 70 or better and you have 60 questions to do it uh and then in addition to that we'll go over the acs here in a few other slides but the acs is known as the airmen certification standards that is how the faa is grading you when it comes to the actual written portion and also your flight portion which we'll get into as well all right all right moving on uh your faa written test endorsement and wings credits this is what everybody always wants to know so in order to qualify for your written endorsement and what we mean by a written endorsement is that in order to take the official faa test you need an instructor to endorse you or provide basically a statement or endorsement that says you have the knowledge and you've gone through some type of training or course and that allow that's what you have to take to the testing center you can't just go in and take it without that so that's that's the purpose of this class you need to have viewed all 12 lessons whether the live lessons or the recorded lessons does not matter in any combination the system keeps track of that and in addition to that um you know you need to take the final exam and we're requesting an 80 or higher you can take it as many times as you want every time you take the final exam the questions will basically uh reshuffle meaning that the it will pull questions out of that 800 question uh database so you'll you'll have an opportunity to take it multiple times the final private pilot test will become available in the last day of class so that is august 14th and it becomes available just like anything else 60 questions two and a half hours and then in order to take the actual faa test you can be any age to take this class we welcome everyone here um but to take or sit for the faa private pilot exam uh you need to be at least 16 years of age and in order to become to get your license you need to be 17 years of age but once again if you take the class it's not a big deal because the endorsement does not expire once we give it to you all right all right so let's look at uh if you need help so there's a couple different resources obviously on the check ride prep website uh on the left hand side uh there's a frequently asked questions we usually put all of your frequently asked questions in there so go ahead and check that out uh that will usually answer the question in uh pretty quickly otherwise if you're still having problems you can go to uh obviously email just shoot me an email at david checkride-prep.com remember that the email info does not actually work it doesn't go anywhere i've had a lot of people saying that they tried to re-email or respond to one of our automated emails um that does not go anywhere just because we would get way too many emails so just let me know what your specific question is and we'll talk about the actual flight requirements here in just a moment all right something new that we're putting together and it's still kind of in the process is you can also go to the support website which is just support.checkride.prep.com and it's also a link i think it's under support on our home page this will basically give you access if you need to open a ticket for whatever reason you can submit a ticket if you don't want to do email and we can respond that way or you can look at the knowledge base the knowledge base are basically frequently asked questions they deal with everything from general information aviation licensing what's required what's not required uh the textbook that's required for that are recommended for this class that is any type of technical issues how to reset your password billing issues anything like that would be located on this website as well okay so we're trying to make it a little bit easier for everyone so all right 41 minutes in or 30 minutes in here so what's the catch everyone wants to know what this catch is why why do why do we give away 40 hours of instruction for free or anything else and that's kind of the big question that everybody wants to know right so here is the catch the catch is is that there really is not a catch this course is entirely free it's a hundred percent free um the catch is is that we will remove the materials about 48 hours after the course concludes right so the course materials will become unavailable on august 17th at 12 noon local time for us which is pacific time the reason why it becomes unavailable is if we left it open we can guarantee you that most people won't finish the class it's that added incentive to make sure that you guys we give you calendars you guys stay focused um and and keep up with the materials to make sure that you guys will finish the course because we want the most or the highest completion rate out of this class that we can get all right historically in our other classes we get because we close out the courses uh it's 83 completion rate so if you guys stick with it you guys can follow along and get the certificate as well all right so that is the trick that is what the whole thing is i think in the last uh since we've been offering these free classes in february the last three and a half months or so i've signed almost 22 or 2300 certificates for students um and that's for private instrument and other licenses as well so that is the whole uh gotcha if you will or the catch to this class so don't be intimidated by that everybody's in the same boat if you guys came to my live class we don't keep it open forever we do our 12 classes and then we go home at the end of the day all right so there is a way of course and this is the psa announcement your public service announcement that you have to listen to for two minutes before we actually start but there is a way to basically get your lifetime access if you will um and i'll share it with everybody but once again there's two different options we've got a private pilot course and we also have access we're also providing access to every every other um class that we've taught as well and what that does is basically it's the few that pay for the many if you will so what we what we mean by that is that allows us to provide all these services and what it is is this gives you access to the private pilot course for indefinitely which means you can take as long as you want in addition to that it also provides information i'll give you the private pilot one sorry guys um it also provides information on the actual uh recorded version so this is the free version we also have a professional version which is basically fully uh done and what it is is all the lessons broken into you know 10 to 15 minute increments that have been professionally recorded and and everything and that's available to you as well it also gets you ready for the private pilot oral so the oral is one step that we'll talk about before your check ride where you have to go sit down with an examiner and basically recite your you know different scenarios and answer those as well um we'll give you the the pilot uh pdf if you will on how to become a pilot it's basically a 140 page book that we wrote um you can get your 20 off you get your complete training videos the 24 7 instructor support uh you have no time limit in terms of finishing your written test endorsement or getting faa wings credits so that's just one and we made it really simple so keep in mind that it's 97 and literally that is half the cost of one single lesson with an instructor in an airplane so remember this is not a cheap endeavor and we've made it pretty simple where uh it is 33 a month for three months and you guys get access to it forever and ever and ever all right so that's just one way of um basically helping us out and it also helps you guys out if you're getting stuck the other thing that we've decided to do is the first hundred people and i'm gonna actually scratch that out because i think we're at like 97 or i'm sorry 91 right now uh the 91 91 people that are left will basically get a free hour of ground uh one hour ground lesson with me uh and what that will be is we'll do that over zoom so we'll answer any questions that you have uh and it's just like a normal ground lesson if you were to come to the office it's normally 70 an hour so worth giving that to you completely for free so that's the private pilot spiel if you will see that really wasn't very painful um i've got one more steel for you as well which is our ultimate lifetime access as well so i'll go ahead and put that up just in case anybody wants that it's the same deal except what you're getting the only differences that you're getting here are going to be you're getting basically all of our courses so the biggest difference is that you'll get the instrument course uh the uav course and the for flight and the commercial course that's really the um only difference between the two now if you're looking for the payment plan it is on our website but i'll email it out because i understand the website is having uh a lot of fun fun stuff with everybody trying to log in so don't worry about that um but that is your public service announcement so as i mentioned that is not that that is that as painless as i can make it for you um other than that our goal is to drive through as much of this content as we possibly can uh and get you guys through your written and get you licensed pilots hopefully once you're once you meet the flight requirements all right so in that what questions you guys have before we continue do you guys have any questions there is a cfi course uh wavel it's going to be november and december and the cfi course i don't know yet we'll figure that out yeah and steven 47 an hour for uh an instructor nowadays that that was the real deal now it's a lot more so um as mentioned i'll just clarify this uh most people are able to do this entirely in the time frame that we give you uh that final exam where you need an 80 or higher you can take it as many times as you guys want um you guys will we were basically giving you up to three days after the last class to finish up that last little bit in terms of um the final exam which is more than enough time for everybody okay so as mentioned it's 42 hours of instruction and that is kind of the whole purpose i will send out the link to everybody once the class is done and you guys can if you're interested you also get access to the professionally recorded version of this class instead of the live version um where it is broken down into a lot more segments where it's a little bit more digestible uh in the event that you have been unable to log in or anything like that uh then just just bear with us and we'll we'll work on that all right guys so we're going to watch where i just want to find out a little bit about this class we're going to watch a short video but what what i want to do before that is i want to know you guys put in the chat while this video is running this video is produced and i asked permission from swain martin i don't know if any of you know who he is he is an airline pilot with envoy he started flying uh i think he was 15 or 16 and he's got a great website swaynemartin.com and he's got you know 100 000 followers on youtube and and quite a bit on instagram and he has basically taken people through his journey of getting his solo from his solo um his initial solo and his flight training all the way through his time at university of north dakota all the way to hawaii when he was working for mokulele airlines and now as a regional pilot so um i've asked him permission to show this video to you guys but what i want to know is you know in the chat while this video is going on why aviation where are you guys located what are your personal goals have you started flight training have you not started flight training just to kind of get to know everybody and this is going to be about a six minute video kind of think about it i always like this video i'm gonna go ahead and get and uh we'll go ahead and get this started alright everyone i hope you guys enjoy this course [Music] [Music] zero five [Music] [Music] [Music] [Music] [Music] so [Music] [Music] [Music] [Music] [Music] [Music] [Music] [Music] all right everyone i hope you guys enjoyed that video i am sharing his website in the sticky message for everyone i'm going to restart the uh slideshow here but that is um one of my favorite videos he's a really talented individual like i said he's working for envoy airlines i believe he is flying the ember air 145 um if you guys want to follow along in his journey uh because he posts quite a bit on his website or his youtube channel um he produces some amazing content and if you are interested in getting into the airlines he produces day in the life of he works with envoy directly uh to to do a lot of these videos um and that was from like four or five years ago so his quality is really just up and i always appreciate him letting me share that video with you guys all right so i've been uh reading through all of your comments in terms of why you guys uh you know are uh in aviation and where you're located it's really exciting um so with that i appreciate everyone for being here what we're going to do is give me another 10 minutes and then we're going to take a break i try to give you guys a break every hour for about 5 or 10 minutes um so stick with me for just a little bit longer and then we'll kind of go from there all right i'm going to get rid of my picture because you guys don't need to see me for the entire thing but let's talk a little bit about the course syllabus here um so we're going to talk a little bit about ground school versus flight lessons so flight lessons are primarily teaching you how to fly the airplane uh controllability maneuverability and that is working with an individual flight instructor they have to be at least a certified flight instructor or cfi as they're known um and it is a little bit different than what we're going to be doing here we're not going to be teaching you how to fly an airplane but we will be going through all of the fundamentals so uh in ground school and the reason why it's called ground schools because this all everything that happens is on the ground here we are going to be covering a lot of the information such as the theory um regulations airspace how to read charts uh how do engines operate aircraft systems how do they operate what are we looking at in terms of flight instruments and how do they actually work behind the scenes which is usually interesting to a lot of people in addition to that we're also going to get into flight planning we'll get into safety taxing around you know in terms of deciphering and reading different uh taxi diagrams and talking about uh safety is a big part of this course as well like i said at the end i want you guys to be proficient and consistent okay so i want you to be uh proficient the skills that you gain and i want you to use them consistently not just one time we've already talked about the class times in the class schedule the homework and reading i will talk about here in a minute but as i'll just re-emphasize because i know always on the last week people always ask me well do i have to get is there any other requirements to get this you have to pass the final exam with an 80 or higher um and this just uh will remind you on that as well for those that are looking for faa wings credits and what we mean by that is already certificated licensed pilots that are taking this as a refresher you can get your faa wings credits um at the end of the course there's a form that you fill out and it's pretty simple and then what i'll do is i'll go in and i'll credit your actual wings account at the end and the faa wings program if those that don't know about it that is basically a program that allows uh licensed pilots to kind of bypass what is known as a flight review that you have to do every other year all right course materials we get a lot of questions about this as well so if you have any aviation textbook other than rod machado um that is perfectly acceptable if you have an asa textbook a jefferson textbook a gleam textbook um as long as it's not like 40 years old we're we're doing pretty good because there have been a little bit of changes now the text you can get away with by not using the text for this course but the reason why we teach other rod machado private pilot handbook is because he takes very complex topics and breaks them down into very digestible uh you know manner and it's very easy to understand now he is a comedian for those of you that don't know rod machado um and i will just briefly point this out uh i would say out of his book i would say about 60 or 70 pages are jokes okay so you can kind of bypass that stuff i understand that uh some of his jokes can be kind of corny and we'll see those when it comes to the actual slides uh because some of the slides i do use from his book but once again it's not a requirement it's just a recommendation i did put the isbn number on there and also you have the option to uh basically go to his the author's website if you want to track it down there's a digital he offers digital copies faa sectional chart on the faa sectional chart you do not need until the last week of class it does not have to be a current chart it could be a used chart an expired chart it will look like this you can google faa sectional chart and the reason why i want you guys to have a sectional is for flight planning purposes i know we can do this uh on you know all these cool technology websites but we want you we want to give you the basic skills of basically drawing it on paper drawing it on aviation map um and uh you know being able to plot from point a to point b and do an entire flight plan which is what we're going to do on the second to last class okay which i believe is going to be on august 12th that you're going to need that by uh then we've got the aviation plotter which is this guy right here there's two different types of aviation plotters this is a fixed plotter as you can see here uh that doesn't move um the newer fancier ones they will actually move so they're rotatable meaning that this piece that i've kind of highlighted will actually rotate does not matter which one you get just have that by the second to last class and just as a reminder i'll put it here august 12th is the date okay then the last thing that you need is an e6b an e6b is just an electronic flight computer if you will and it's not really electronic this is a flight computer that basically will tell us uh information on time fuel and distance calculations it does a lot of conversions it's specifically for aviation you can usually pick up a cheap one for ten dollars or so ten to fifteen dollars you can get a aviation plotter for ten or fifteen dollars and you can usually get a chart for about seven dollars or just you know bum one off of a friend if you can um and remember you do not need this stuff until a roughly august 12th but if you can have it great and then as mentioned if you guys want to search the book i know a lot of people are in this course so it is difficult but i did talk with rod i think it was last week and he still has copies available um so you can reach out directly to the author's website rod blitz rod for shadow dot com and you can pick up a copy there or a digital copy as well all right it does not matter if you have a plastic e6b or paper e6b i have the metal e6b um i was actually one of my students gave this to me frank um but i still have my original paper e6b from 2001. they still work if you have an electronic e60 that's perfectly fine as well what i mean by that is they have electronic calculator versions of the same thing you can get the app for your phone but keep in mind you're not allowed to bring in your cell phone to the actual faa exam all right all right two other uh books that i want to mention here the one on the left is where we pull a lot of the resources out of so in the event that you do not have the rod machado book don't worry um i've included specific readings from the pilot's handbook of aeronautical knowledge this is known as what we call the p hack and this is providing basic knowledge for the student prior to learning flight and this is basically going to give you all the information from aerodynamics to systems to flight instruments to airspace it has a lot of the theory behind it the book on the right that has the blue background is known as the airplane flying handbook this is providing you all of the information on how to fly the airplane so this these are two faa resources um they've done an amazing job in terms of they used to be very boring and colorless and and really hard to read but now they're actually really good um these are located on the actual uh lesson one page so you guys do have access to it you don't need to buy these books you can download them on the pdf although they are available if you're so inclined to actually pick up or you want a hard copy you can pick them up on amazon or whatever your local bookstore or flight you know your uh aviation store is so that's the difference between what we call the p hack and the airplane flying handbook once again if you're interested in learning how to fly the maneuvers which is not what we're teaching in this class that is in the book on the right hand side all right now for those of you that have been outside of aviation for a long period of time things have changed obviously we've got the wonderful world of gps that came on board um and it's very very prevalent nowadays especially on the instrument side of things but we do have these things called electronic flight bags so back in the day um everybody had to carry around all these paper charts and the charts would expire uh every 28 days or six months depending on the different types of charts and you'd see all these airline pilots carrying around these big leather uh briefcases in the airports and that's really no longer the case everything um when i was working at compass everything that we did was on an efb and the efb uh basically gave us all of our charts on an ipad right so this gives us all the information on vfr and ifr taxi charts if you guys or gals have this you can use this for this course once again it's not a requirement this is just the direction that the industry is going um and what it does is it basically is giving you the same or if not better technology than what the airlines currently possess when in terms of navigation and situational awareness it also provides an electronic version of your logbook if you want one and remember that the for flight is an apple only app if you guys are non-apple users what you can do is you can look up garmin pilot which is the equivalent on the other side all right all right let's look at some of these requirements so you have to be at least uh 17 years of age or older in order to sit to take the actual practical exam meaning to become a licensed pilot all right to sit for the written you only need to be 16 years old now you need to be able to read write and converse fluently in english uh we'll talk about the faa medical certificate but you will need to have some type of faa medical certificate now number four is what we are doing in this class and this is what i'm signing you off for so this is receiving law ground training from an authorized instructor or complete a home study course that is the purpose of this class pass a knowledge test with a score of 70 or better so once you guys receive that written endorsement then you can go to an approved testing center take that endorsement there and then once you pass the faa test then that those results are valid for 24 calendar months so that means you've got 24 months in order to finish your flight training and take your check ride if you don't finish it in that time frame then um you're going to have to retake that test now for the faa written exam for the endorsement my endorsement does not expire once you get it so if you're a little bit younger i know we've got some 11 12 13 year olds in the class um just hang on to that certificate and once you guys are old enough to take or sit for the faa exam then you can take it or if some of you guys are going to potentially uh start flight training a little bit later in time or you want more time to study for the course um then what will end up happening is that you can then you know take it at your leisure at another point in time all right you need to have the appropriate flight experience so this course is not giving you flight experience but i would highly recommend working with a local flight school we'll talk about that here in the next couple of slides and you need a minimum of 40 hours of flight instruction and solo flight time that will demonstrate the skills so it's a minimum of 40 hours but keep in mind the national average is somewhere between 55 to 65 hours and i've had students personally that get it done in 41 hours and i've had students that do it in 160 hours everybody is different when it comes to picking up the picking up the skills all right and uh yep it's now the pts sorry that is an older typo um we are now we are i'm sorry we're outside of the pts someone someone caught that we are no longer using that we're using something called the acs which is the airmen certification standards which we'll talk about here in a minute all right now let's break down those 40 hours just real quickly so you guys can see how that's done remember that 40 hours is the faa minimum so you're going to need at least 20 hours of dual anytime we use the word dual that means that it's with a authorized instructor and what that is broken down into is that you'll do at least three hours of cross-country flight training you'll have three hours of night flight training um including a cross country of 100 nautical miles uh you'll have 10 takeoff and landings to a full stop in a traffic pattern at a towered airport at night you'll have three hours of flight training by reference to instruments this is where we put like these little uh hood or shades on you so you can only you can't look outside you can just look at the instruments and you're flying solely by reference the instruments without looking at anything outside and that's kind of the purpose of the whole instrument license which is your next rating and then you need three hours of flight training uh within 60 days of taking your final exam all right in addition to that you need at least 10 hours of solo flight solo flight is just you by yourself no one else in the plane not your instructor in the plane not your friend you're not allowed to carry any passengers uh cargo or anything else along the lines when you're in training this is just going to be yourself so you'll have at least five hours of cross-country flying now cross-country flying just means that you that does not mean you're flying from la to new york so don't worry you're not gonna be gone that long across country is 50 nautical miles with a landing away from wherever your airport is okay so and what we mean by 50 nautical miles is its straight line distance if my airport is here and i'm going to here and i'm zigging and zagging i don't really count the zigzag it is from point to point and that is what we measure in terms of the 50 nautical miles with the landing all right so um the the flight training works in a three phased in way the way that i kind of like to look at it is there are three phases in your student flight training the first phase is what i call the pre-solo phase now this is an official this is just how i explain it to students your pre-solo phase is getting you up with the instructor and making sure that you are comfortable and can can basically have control of the airplane so what we do is we take you up to three or four thousand feet um we want you to hold altitude we give you turns to the right to the left we want you to fly in a certain direction then we want you to do climbs descents those types of things and make sure that you have control then we work on different types of stalls um and we'll talk about that here once we get into aerodynamics and then once we're done with that and i'm comfortable that you can control the airplane then we take you down to the ground and work in the traffic pattern um because i need you to hold a specific altitude when we're when we're by the airport all right from there it's all about working on landings and emergency procedures and everything else and then once you're done with that and and the it's not when you're ready it's when the cfi is comfortable to sign you off then what will end up happening is what i do with my students is i have them park at the local fbo i get out of the airplane i go inside have my cookie and my lemonade and i sign them off and they get a they get to do some pattern work by themselves and that's the first time that they solo all right once you're done with the solo and you're flying by yourself the next phase is broken into that cross-country phase so that cross-country phase is working with the student and teaching you how to plan your cross-countries which we're going to do in this class anyways and then we will actually have to fly across country together in order to prep you before you fly the cross country by yourself and then the last phase is just getting you ready for the practical exam so with the faa exam there's three different things you have to worry about the first one is an faa written test which hopefully everyone will take once we're done with the class then you're going to have your 40 hours of training at minimum and then from that point once you're ready to take the final exam your final exam consists of an oral and a practical exam an oral exam is basically with an faa it could be an faa safety inspector which is uh an employee of the faa or it could be what is known and is more common nowadays is a dpe a designated pilot examiner which is basically a contractor for the faa um and what will end up happening is you'll go in and they'll give you a it's a scenario based exam they'll have you prepare a flight plan going from point to point uh previous to actually showing up and it will last your oral will last somewhere between three to five hours depending on how good you are or not let's say that okay so the more you prepare for it they will be questions like prove to me that you can fly this airplane which is a very very open-ended question our private pilot oral course goes through all this stuff so we don't really have to go into it in too much detail once you get past the oral that same day that's when you're going to do your practical your practical is your opportunity to get into the aircraft and show that examiner that you can fly that airplane safely so you'll you'll do a fictional flight plan you'll do some emergency procedures take off in landings you'll have to do different stalls you're going to get an opportunity to show the examiner basically only once uh each maneuver that is required on your final exam and that practical or the airplane portion is usually about 1.1 1.5 somewhere in there so just a little between an hour and an hour and a half in the airplane with the examiner if you pass that section then they give you a handshake and that's when you get your temporary certificate so that is how that works all right i know that's a lot of information but i did include the faa student pilot guide in the on the website so you guys can review that as well all right let's talk about the differences between different training environments us at check ride prep we were a part 61 school so there's two different types that you're going to hear about part 61 and part 141 the 141 schools are highly structured and they're generally going to be university programs or they could just be structured programs that have to be approved by the faa they go through a little bit more rigorous inspections um just because the fact that the faa has to re-certify them every year uh and they need to meet a lot of different regulations in the meantime now what that means for you as the student is that a 141 the lessons are already pre-planned and there's not a lot of flexibility so if it says that lesson one two and three you're you need to basically fly straight and level and you're showing me that you can fly straight and level on lesson one well guess what you're gonna do straighten level on lesson two and three until you get to the next step with part 61 we have basically complete flexibility to go in any direction if i wanted to start off with stahls first we could do that or if i wanted to really drive myself nuts i could do landings on the first day with students although i wouldn't recommend it so we can kind of bounce around depending on where the students are at that given moment okay um give me five more minutes then we'll take a break guys all right so that's the differences between the two different types of schools here in the united states the next thing i want to talk about is the acs the acs is one of the airmen certification standards this is how this basically will tell you the student the instructors and the evaluators what the what you must know what you have to consider in order to pass the knowledge test and also the oral and the practical exam okay so it's going to include three different areas as we can see here we've got the knowledge component we have a risk management component and a skills component now a lot of people don't understand how this works but basically there's different objectives and i've included a pdf copy of the full airman certification standards in the website so you guys can take a look at it but this is how you're graded right so these are the things that you need to know the way that it will work on your check ride is that the examiner will choose one knowledge all of the risk management and all of the skills and it's really up to the examiner usually they're going to choose all of the risk management okay so what that might look like is tell me what the privileges and limitations of a private pilot are and then you would have to then figure out how to explain that to the examiner and what they're what they're asking for and it says apply requirements to act as pic under visual flight rules in a scenario given by the evaluator all right so there is no mystery in terms of you know how you're tested or examined by the faa all right all right now let's talk about those wonderful faa medical certification requirements so uh they suggest that you do get in a medical prior to diving into flight training now remember this is a free course so there's really no obligation but before you start spending a lot of money in flight training i would recommend that you visit and get a faa medical to make sure that you don't have any issues you don't want to spend a few thousand dollars and then realize that you can't fulfill your dream because there is something that does come up now over the years uh they have been a lot more lacks and we have diabetics that fly we have amputees that fly we have folks that are colorblind that fly um it you used to just be cut off at if you if you basically weren't in perfect health um through the 80s and the 90s and that's kind of opened up the faa medical comes in three different types and then the other one is known as basic med for those pilots licensed pilots out there you may qualify for a basic med if you've had a previous faa medical keep in mind in faa medical you can only get through an aviation medical examiner one of the links at the very bottom of lesson one is an ame and that's an aviation medical examiner locator so you can search for a local medical examiner closest to your zip code and it does have to be faa approved there are three different types of medicals what you are required to have is the third class medical which is this guy right here um we're not going to go into how long they're good for and all that stuff but um basically it is based upon your age if you're under 40 years of age then it's good for 60 calendar months if you're over 40 years of age it's good for 24 calendar months the other types of medicals that are available to you are a second-class medical which is for commercial pilots and a first-class medical which is going to be for the airline transport pilots think of those folks as kind of like what i do with compass where we you know that's delta american um even fedex and ups you're gonna need a first class medical to act as pilot in command now the other thing as well is that if you intend on uh pursuing an airline career i'd recommend starting with just getting the first class medical out of the way it's a little bit more stringent than the third class and it's usually the same price depending on how old you are once you hit 40 years of age and i think at 35 for the first time they give you an ekg um to test your ticker but uh it's worthwhile just getting the first class and you know it it's basically the highest of the medicals and then you know you won't have to worry about it for a while but the first class does not last as long as a third class medical in the same sense all right last things i do want to talk about is the faa student pilot license you do need to have a student pilot license prior to your first solo so when you're with your instructor you're on their license you're on their ticket um you you are you will need to get a green plastic card or a temporary card um and it comes in the mail or the temporary can be printed out on the actual website so in order to be eligible you have to meet with a flight instructor or you can go to a local faa office a lot of people try to give these to me at the end of the day and i can't sign them unless you're physically in front of me because i need to verify your identity um through a government-issued card and i can't do that over the internet so what i would recommend is if you want this you need to be at least 16 years of age unless you're doing a glider balloon then it's 14 years of age and then you have to have that government issued id of some type whether it's a passport usually for younger students then what you can do is you can then go to a local flight school or call the faa office and make an appointment and it just takes about 10 minutes for them to certify it as long as you filled out everything correctly all right back in the day 10 years ago your faa medical used to be your student pilot license but that's no longer the case as of 2016 it's a separate process all right where we go from here is you can go to the iacro website the iacro website is the integrated airman certification and rating application website iacro.faa.gov you can create a uh an account just go to the little register button here in the corner um register yourself and that is where you can start your student pilot application and then once you have everything filled out then you can go to your local flight school um just go ahead and google flight school and then you know i always get an email at the end of this with someone sending me you know to certify it i can't certify it online unless you come to the office all right all right let's just deal with this real quick tips on how to complete your training effectively so you guys are already here um participate in a ground school so ground schools taken in conjunction with flight training reinforce skills and enhance learning what do i mean by that the airplane is probably the worst place to learn and there are some flight instructors out there that will throw you in the airplane and it's a little bit of a disservice uh remember that when you're with the when you're flying an airplane it's usually costing over a hundred dollars an hour and plus the instructor they usually average 180 to 100 to 200 an hour for both all right if they're trying to teach you while you're flying the airplane you're only getting five or ten percent of it because you're trying you're you at this point are so overwhelmed um so keep in mind that it's a little bit of a disservice i like to get the ground training uh done ahead of time and i usually will give my students some homework to do prior to when they come in if they've done it and i can ask them ask them some questions and we go up and fly if they haven't then we'll do a little bit of ground before we go up work with your flight instructor and plan ahead so what i mean by that as mentioned is that read and review the materials ahead of time don't do it the day before any time that you walk in the door with the flight instructor just like a lawyer the clock starts all right wow 350 an hour for tim in australia that's a lot this is a use it or lose it type environment so uh try to fly at least two to three times per week the more you fly the less you forget it's as simple as that right now um you can complete this as in as little as three weeks if you really wanted to that's flying every single day uh most people will complete it in about two to three months and but the longer you stretch it out if you stretch it out like to a year it actually becomes more expensive just because every time that we do a lesson if we haven't flown in a week we spend the first 25 or half you know 50 percent of the lesson going over what you forgot from the previous week last thing i can recommend to everyone is stick with traditional training aircraft such as a cessna or a piper the faster cooler aircraft yes they are cooler like the cirrus and the diamonds and they are fantastic aircraft they take you there's a little bit more of a learning curve the avionics are more advanced yes it is glass it is pretty it's nice but it will take you longer to learn um and usually students in the more advanced aircraft if they don't pick it up quickly it will usually be another five or ten hours onto the bill all right so give me three more minutes guys i promise all right so what can you do with your license um this is a pilatus this is a pc12 so as you can see here what we are looking for is a single engine airplane license or an airplane single engine land license all right so you could potentially fly this and we'll talk about that here in a minute now we're gonna go over the privileges and limitations uh during the regulations uh class which i think is at the end of the week so don't worry too much about this but this is your prime thing so a private pilot is one who can fly for pleasure or personal business without accepting compensation for flying except in some very limited specific circumstances so that is when you are basically donating the flight for charity purposes or you're being reimbursed because it's a business expense anything else is going to be commercial activity so when we fly for hire or and whether that is for basically passengers or cargo we need to have a commercial license other different types of licenses our potential are the sport pilot and the recreational pilot the recreational pilot i think there's less than 200 in the u.s you're restricted to 50 nautical miles of the airport and some other things a sport pilot you're restricted by the weight of the aircraft private pilot if you were to choose out of all of them i'd recommend the private pilot but we can get into that here in a minute so i'm going to ask you guys a fast question here in one second but let's just look at this the private pilot privileges continued it allows command of any aircraft for any non-commercial purpose and gives almost unlimited authority to fly under vfr so vfr is what we consider visual flight rules it means that you cannot fly inside the clouds quite yet until you get your instrument license you can carry passengers but a private pilot may not be compensated in any way for services as a pilot although passengers can pay a what is known as a pro rata share and a pro rata share is basically splitting the cost evenly between how many people are in the airplane all right so with that i want to make sure everyone's still awake here especially the folks on the east coast so i'm gonna go give you guys a poll just as a test this is what you're gonna expect as we continue forward so uh underneath the chat there's a poll section uh try not to answer in the chat it it's not fun for everybody in regards to privileges and limitations a private pilot may is it a not pay less than the pro rata share of the operating expense of a flight with passengers provided the expenses involve only fuel oil airport expenditures or rental fees b act as pilot in command of an aircraft carrying a passenger for compensation if the flight is in connection with the business or employment or is it c not be paid in any manner for the operating expenses of the flight so i'll give everyone about 60 seconds on this and then i'll share the results with you all right and zap and missy you know how this goes try to answer in the polls if you guys are not familiar with the polls i can even do a quick video on it but the polls are right below the chat section the reason why we eventually sometimes we'll just have to turn off the chat to make sure that nobody gets does this but anyways what we're going to do throughout the course and this is the reason why i like this program this webinar program is it allows us to basically share um these questions with you so that the way the class can basically uh you know see if we're on track and we're understanding the way that the faa is going to answer those questions all right so with that i've got about 79 percent of the class at least in the poll answering a i've got uh 60 i'm sorry 6 percent with b and 13 percent with c so when i end the poll you guys will be able to see the percentages and see how everyone answered now the correct answer here is actually a it is not pay less than the pro rata share go ahead and circle it for you of the operating expenses of a flight with passengers provided the expenses involve only fuel oil airport expenditures or rental fees all right all right so almost done when we got our break got three more slides and it'll be very quick and painless all right so uh what can you fly so keep in mind that general aviation aircraft come in all sizes so you'll probably learn everybody here will probably learn in a single engine aircraft this is a single engine land meaning it can land on land they also have versions of single engine c which would be a c plane um in addition to that if you've got the dough you can do something faster like a pilatus right and you just it's the same license you just need some additional training or endorsements which we'll talk about in the regulation section or if you want to fly a little slower in life you can do the met life blimp right blimps need pilots as well right and that's a different type that's called a lighter than air license the other licenses and ratings that are available to you and this is the general order of the way most people would proceed uh we are all here for the private pilot or some type of version of the private pilot or sport pilot the private pilot allows you to fly the instrument rating allows you to fly in the clouds in sole reference to the actual uh you know to your instruments the commercial that's when you can actually start getting paid for what you do if you have any inkling of teaching that is what is the cfi the certified flight instructor um now to get from private pilot to commercial you need 250 hours of flight time there is no hour requirement for certified flight instructor except that you have your commercial now for those of you that have or do not like teaching just don't become a flight instructor it's not worth it um i i you're gonna do a disservice to the students unless you enjoy this all right if you want to fly um as pilot in command for any airlines southwest delta american anything else in between ups fedex any of those you're going to need what we call an atp which is an airline transport pilot license which is what i have and it's a minimum of 1500 hours in order to get that now most people are once you get your commercial most people are not paying for the flight time that's when they're actually getting paid by a company um in order to do that okay all right so with that i appreciate everyone sticking in there a little bit longer than i wanted to be but well let's let's do this let's take a 10 minute break it is right now it's about 20 minutes past let's call it we'll come back at 6 30 or 30 minutes past the hour and we'll do a 10-minute break then what we'll do is we'll dig into the aircraft complaints uh and then we'll get into the aerodynamics there are um what i'll do is i'll also put in the sticky chat the link for good remove that sorry guys um i'll put in the link for this for the offer it's still available um and then both the ultimate and the private pilot are both on there if you scroll down there's the single payment option or if you want to pay over a given period of time uh you can go ahead and click on the three monthly payments and then the first 90 we've got 91 spots left for the one hour free ground lesson all right so i appreciate you guys sticking in there let's go ahead and take a quick break stretch your legs throw in that microwave dinner and we'll be back in 10 minutes right all right everyone welcome back i do uh hopefully you guys got a quick break in there with an extra minute and what we're going to do now is we're going to get into the aircraft components so uh like i said with the server i did actually just get off the phone with them and they are they're they're looking at it so like i said it's just a lot of people just trying to log in at once so if you guys spread it out just a little bit it's not that critical that you're in there at this given moment okay so let's get into the aircraft components and aerodynamics section here so there are uh five different components of most aircraft out there all right so they make up what is known as obviously our power plant which is the very front of the engine uh and the power plant in this case for most of us are gonna be some type of propeller driven or air driven we have the landing gear so in this case this is a fixed gear the fuselage is the main component where basically the cockpit and the passenger sit we have the wings and the wings are basically what provides gives us the lift in this case and then the empanadas and the empinage is made up of the vertical stabilizer which is this portion and the horizontal stabilizer yeah we'll go ahead and make sure that the quiz is available to everyone prior to doing it okay so this works in the exact same way whether we're talking about a small general aviation aircraft or if we were talking about something a little bit larger such as the c130 now let's go ahead and look at this in the same context of a c130 right we have the cockpit and the fuselage the fuselage is the entire body of the aircraft we have our power plant which in this case there's four different engines uh or four power plants we have our wings which are providing us lift at this point then in addition to that at the very back we have what is known as the empanada so the empinage is this entire section here and it's made up of the vertical stabilizer which is this guy and then we've got the horizontal stabilizer as stated which basically moves it is horizontal now the other portion of course that's not being shown is the gear this one has a retractable gear system but the aircraft components as mentioned remain the same now the way that these work in terms if we're looking at a three axis system is we call this roll yaw and pitch all right so there's three different axises there's the longitudinal axis the lateral axis and the vertical axis so our wings in this case what we have when we're rolling in a rolling motion it is controlled by our ailerons all right so when we move the yoke right or left it moves the aileron up or down and that basically allows us to turn to the right or to the left or what is known as roll when we look at pitch which is basically pointing the nose up towards the sky or down towards the ground we use our elevator which is in the very back our elevators are located right there in the back along the horizontal stabilizer and the other one ailerons are located on either side of the wing on the actual wing itself okay then the final axis is our vertical axis and this controls yaw so this is our rudder and our rudder is along our vertical stabilizer as shown and it moves in a in a yawning position it kind of moves right and left but it's slightly different in the way that it acts all right we'll look at each one of these in more detail here okay so let's look at those um as mentioned let's look at the first one here which is going to be our pitch so what we have is at the very back of this this is our horizontal stabilizer and what ends up happening is there's a little uh it's called an elevator and as we can see here this elevator in a neutral position or a down position will basically have an effect or pitch up or down the nose of the aircraft so by raising that elevator it forces the tail down and it basically forces the nose up okay when it's in the neutral position that's basically where we're just not going to climb or descend and then when it is in the down position then it is forcing the tail up because we have air that's going through it and then that that basically has the nose in the down position all right the next one that we also want to look at is uh going to be those ailerons so the ailerons are generally on the back side of the wing and on the back side of the wing this would be the wing section here this last little part would be the aileron and the ailerons move in opposite directions of each other so if the if the aileron was up on this side of the wing then it would be down fully on the opposite side of the wing all right so they move in opposite directions so the trailing position is kind of just a neutral position uh that would be if we're not rolling or making any turns at this point then we've got if we were to lower the aileron moving that aileron down what will end up happening is that it will increase the lift and raise that wing it will only raise one side of the wing what ends up happening is on the opposite side of the wing remember that they they are counter to each other so if one is fully down the other side is up and when it's up it's actually decreasing the airflow over the wing which means it loses lift so what's ending up happening is there's more lift on this side of the wing right here and there is less lift on the opposite opposite side of the wing which basically makes this wing drop down and this one go up okay the last one that we're going to look at is the rudder so this is a top-down view of the rudder and yep glenn you can use port or starboard if you really want to um the uh the rudder is giving us that yaw position so the rudder it's difficult to see but the rudder is situated right here and if we were looking at it what we have is the rudder will deflect in the neutral position it basically sits perfectly neutral and straight back we can deflect the rudder right or left and we do this by using our foot pedals and if we basically step on our right foot pedal then it will move the rudder to the right and so forth and then it will do it it will give you that opposite uh force okay so that's basically keeping us coordinated which we'll talk a little bit more about uh in future lessons but that is the general you know we don't really talk very much about how an airplane to fly an airplane that's the general controls of the airplane all right so with that before we actually dig into the aerodynamics section i'm going to give you guys a very easy seven minute video here um it's going to talk about the basics of aerodynamics and then we'll dig into it and talk about it more uh particulars uh so let's go ahead and throw that up if you have ever flown on an airplane you know that it's an enormous sized amazing machine a typical 747 can carry more than 500 passengers and weighs around 800 000 pounds when taking off yet it rolls down the runway at a speed of 290 kilometers per hour and as though by magic lifts itself into the air and can travel up to 13 000 kilometers without stopping incredible isn't it today we are going to learn how an airplane flies in a very simple way by going through the aerodynamics of an airplane the main parts of an airplane and controlling the airplane the aerodynamics of an airplane the four aerodynamics of an airplane are drag thrust weight and lift drag also called air resistance refers to the forces acting opposite to the relative motion of any object moving with respect to a surrounding fluid the energy it takes to push through the surrounding fluid creates drag you may have noticed an excellent example of drag reduction in track cycling the cyclist must push through the mass of air in front but a streamlined sitting posture that cuts through the air more smoothly enables a cyclist to travel much faster with less effort the airplane always retracts its landing gear and nose gear into the body of the plane after takeoff to reduce drag thrust counters drag it is a mechanical force that keeps the airplane moving in the air thrust is generated by propellers jet engines or rockets the compressor inside the jet engine takes the air and compresses it and after processing from the combustion chamber and turbine the gas is blown out through the exhaust nozzle here newton's third law of motion is applied where the gas is pushed backward and the engine is pushed forward weight is the airplane body passenger and luggage weight in total lift overcomes the weight and holds the airplane in the air lift is created mostly by wings to keep the plane aloft so to keep the airplane moving flying straight and level this must be true which means no net force acting upon an airplane in any case if drag is greater than thrust the plane slows down if thrust is greater than drag the plane moves faster if weight is greater than lift the plane descends if lift is greater than weight the plane climbs parts of an airplane the basic parts of an airplane are one wings two horizontal stabilizer and three vertical stabilizer the wing is the most important part of an airplane since it produces lift that allows a plane to fly a wing produces lift because of its slightly inclined and special shape which is called an airfoil this special shape is designed to deflect the air at the bottom of the wing due to more air strikes at the bottom and less air at the top of the wing as the airplane rolls down the runway higher pressure and more upward force produces below the wing and lower pressure and lesser downward force above the wing the net result is the lifting of an airplane stabilizer stability in an airplane is a tendency to return to its initial state after a disturbance from that state horizontal stabilizer performs this function when the disturbance force causes the nose of an airplane to move up or down such movement is called pitch vertical stabilizer provides stability for a disturbance in yaw yaw is side to side motion of the nose controlling the airplane so what are the components in an airplane which control the flight direction and height and maintain the equilibrium its elevator rudder and aileron the elevator can be deflected up or down to produce a change in the downforce produced by the horizontal tail if the elevator is deflected upward it increases the downforce produced by the horizontal tail causing the nose to pitch upward if the elevator is deflected downward then the counteracting force causes the nose to pitch down the rudder can be deflected to either side to produce a change in the side force produced by the vertical tail if the rudder is deflected towards the right it creates a side force to the left which causes the nose to yaw to the right if the rudder is deflected towards the left it creates a side force to the right which causes the nose to yaw to the left ailerons are located on the tips of each wing ailerons can be used to generate a rolling motion for an aircraft ailerons usually work in opposition if the right aileron is deflected upward then left is deflected downward and vice versa let's see this to curve the flight path the pilot deflects one wing to move up and the other wing to move down by controlling the ailerons with the left aileron in downwards direction the lift will increase whereas at the same time the aileron of the right wing is in the upward position therefore lift on the right wing is decreased the result will roll the aircraft to the right if the pilot reverses the aileron deflection right aileron down left up the right wing will lift up and the airplane will roll to the left the next time you travel in an airplane you'll know how it works i hope you guys enjoyed this video please like and subscribe to my channel for more videos all right so that is the basics just kind of reiterating what we talked about there before so let's go back i'm gonna go ahead and switch this real quick here got a fast test question here for you that's going to correlate with the slides on the aerodynamics and this is going to talk about the purpose of the rudder so once again let's try our best to answer in the actual uphole i'm gonna go ahead and start the poll right now what is the purpose of the rudder on an airplane is it a to control yaw b to control over banking tendency or c to control role try to answer in the chat or if you really want to answer in the chat you can do private but what i'm going to do is i just muted the chat so hopefully that'll prevent anybody from doing anything try to use the poll poll is right beneath the uh the chat function all right great job everybody so with that i'm gonna go ahead and turn the chat back on okay and i'm gonna go ahead and end the poll so uh we've got 96 of the class with a one percent would be two percent with c correct answer here purpose of the rudder on an airplane is to control yaw so that is that is the whole purpose all right so let's go ahead and continue with our aerodynamics lesson so as we can see here this is basically a airfoil an airfoil is just a wing and this is inside of an a wind tunnel so as you can see here we'll talk about specifically what you know how lift is for lift is produced but if you were to think about it or if i were to give you the simplest sense um in terms of what makes an airplane fly imagine that we have two air molecules and we've got one molecule that that has to hit what is known as the leading edge and both their molecules have to meet at the trailing edge at the basically at the same time right so they're gonna one is gonna split and go on the top portion of the airfoil and one is going to go underneath and they have to meet at the exact same point in time so we'll dig into this a little bit more but the top one is going to speed up because it has a further distance to travel and the bottom one is going to remain that same speed but before that we're going to do some basic physics um hopefully everyone remembers who newton was there's three different laws that we worry about so newton's first law and i will uh promise you guys i got very creative when i created this slide deck uh almost two and a half three years ago um this is the only slide deck that is color coded i'm just checking your your uh you know your color vision if you will um none of the other ones are like this it's not as annoying uh it just took way too much time okay newton's first law every object will remain uniform unless acted upon by an external force so basically an airplane will move when a force is applied to it right so if we push something whether we're pushing a ball or anything across our desk then it will move the second law is going to be force equals the mass times acceleration this is the the whole example of this is the more force applied the faster it goes okay so if we put a jet engine on something it's obviously going to move a lot faster than a prop on the same device and the most important one that we're going to talk about is newton's third law which is for every action there is an equal and opposite reaction and what we're going to talk about towards the end of the class here is that these airplanes these propeller driven airplanes have a left hand turning tendency meaning that it the airplane naturally wants to move to the left because of this equal and opposite reaction and there's a few different left-hand turning tendencies that we'll talk about including p factor all right then we're going to talk about a gentleman uh who is bernoulli or bernoulli's principal and this is a very simple thing so what this what this individual did a couple hundred years ago was he basically looked at air pressure and put it through a venturi now venturi is basically a tube that's getting squished at the bottom as you can see here the air is forced through this tube and it narrows at the center so what happens to the air that's passing over the curved part of the airplane wing is is what this represents okay so what ends up happening is the big key here is that the velocity of the moving air is actually going to go faster okay so what when it tries to go through this venturi what will end up happening is the pressure will decrease but the velocity will increase right so pressure will increase i'm sorry pressure will decrease and the velocity the speed of that air will increase when it goes through a smaller opening all right so as we stated at the beginning when we're looking or talking about lift or what makes an airplane fly we have these upper and lower surfaces so if we were to look at it and have those two air molecules and we've got molecule a and molecule b here well they have to meet at the very back end at the exact same moment but if we took a string and measured the distance from the top or the bottom what we would notice is that the top part which is known as camber that's the curvature of the wing molecule a has a further distance to travel to get to the back of the wing versus molecule b which has a shorter distance because of that it has this low pressure and it actually starts to increase in speed that increase in speed and that low pressure is what gives us lift that's probably the easiest way that i can explain it all right so when we're talking about the shape of a wing this is what we call camber so the camber this is the upper camber which is the shape of this top portion then we have a lower camber which is the shape of the bottom portion all right the lower surface has less camber so it's it's basically as you can see a roughly a straight line versus look at the curvature of the upper portion of the airfoil and that's the reason why we get that lower pressure so we get a faster speed on top and a lower pressure and on the bottom we get a slower speed and a higher pressure what that creates at the end of the day is lift and lift is what basically lifts us off the ground okay the way that these are designed and the way that it was created is lift the you'll hear this thing uh rod likes to use this a lot the wing is the thing the wing is the thing that allows us to fly it's the shape of that wing that allows us to develop lift and to fly the airplane and every there are multitude of different shapes of wings out there we've seen some that kind of defy the laws of gravity especially in the experimental planes that nasa used to put together so we all this is is an airfoil at the end of the day all right so an airfoil is just a shape of something and it could be a propeller it could be the wing it does not matter but it's that airfoil shape that of that wing that's creating lift and as the speed builds that's what lifts the actual airplane off the ground and then those control surfaces that we talked about before such as the ailerons and the elevator and the rudder are what allow us the con the actual pilots to control the aircraft okay when we're saying meeting what we mean by meeting is that if in an imaginary world if we if we had two air molecules one here and one here and they're at the leading edge of the wing they both have to meet at the trailing edge of the wing meaning that the they have to travel a distance in order to get from point a to point b all right all right let's go and look at the parts of the wing here um if we were to we obviously have a leading edge leading edge is the very front part of the wing and then at the back we have something called a trailing edge which is the back part of the wing the upper camber is the shape of the upper portion of the wing here and the lower camber is that shape of the lower portion of the wing if we were to draw an imaginary line between the trailing edge and the leading edge which is representative of this dashed line that is what is known as the chord line so the chord line is this imaginary dashed line from the leading edge to the trailing edge is considered the chord line if we were to extend the chord line out indefinitely from the front of that wing then what we have is the relative wind which is hitting the front of the actual uh leading edge the the angle between the relative wind and the cord line is known as the angle of attack all right this is the big one so this is an faa test question the difference they're going to ask you to define angle of attack so angle of attack is the difference between the relative wind and the chord line or the angle between the relative wind and the chord line we'll look at it in a little bit more detail all right all right so looking at the five components of a wing that we need to know as a private pilot let's review the cord line first so the leading edge is the front part of the wing and the trailing edge is the back part of the wing if we were to draw that imaginary line from the leading edge to the trailing edge that is known as the chord line okay the upper cambered surface is the upper portion and the lowered camber surface is the lower portion now the angle of attack when we look at it is the angle between the cord line and where the relative wind or the wind is hitting that actual airplane now anytime that we exceed the angle of attack then lift is basically not you're going to start to stall the airplane and we'll get into a stall here in a minute but um that is where we basically start to lose lift because it's not gonna follow the smooth airflow over the wing but that's that's a couple slides away all right so with that let me ask you a question about bernoulli make sure that we're still everybody's still here all right so which statement relates to bernoulli's principle is it a for every action there is an equal and opposite reaction is it b and an additional upward force is generated as the lower surface of the wing deflects air downward or is it c air traveling faster over the curved upper surfaces of an airfoil cause lower pressure on the top surfaces yep and that's more of a figurative thing it's very easy to explain you know obviously air molecules are not meeting in real life uh it's just a very simplistic way of thinking about it where one air molecule you know it's kind of like a children's book right one air molecule has a greater distance to travel than another and if it has a greater distance to travel and it needs to be at the same i don't know bus station if you will or train station as the as the slower moving molecule it's got to go faster right that's there's a very simple explanation but as mentioned it is just more of a figurative speech right it's not a literal interpretation as you guys notice i turn off the chat to make sure i can condition you guys and gals out there to use the uh poll if you can alright so let's go ahead and go through the answer here the correct answer is c it's air traveling faster over the curved upper surface of the airfoil causes lower pressure on the top surface right the lower pressure on top gives us that lift because we have a higher pressure on bottom so 88 of the class got that correct all right i've got one more faa test question for you and then i will give you the chat back here in just a moment so the term angle of attack is defined as what as the angle between a between the wing chord line and the relative wind b between the airplane's climb angle and the horizon or c formed by the longitudinal axis of the airplane and the cord line of the wing and i'm going to share a couple extra files that i forgot to give you guys earlier one is how to get a student license and basic med for anyone that's interested that's already current licensed pilot it's been out of it for a little while all right so got about 91 percent of the class that's following along so uh the correct answer here is a it's between the wing chord line and the relative wind remember the chord line is that imaginary line from the leading edge to the trailing edge uh we never really talked about anything that says longitudinal axis of the airplane in the cord line and it's not the airplane's climb angle we need to use the proper terminology and the horizon which we've never talked about either all right so good job everyone let's go ahead and continue let me go ahead and uh unmute the chat that way it's a little bit easier than people trying to answer all right so let's talk about the aerodynamics of flight so we talked about what creates lift and how lift is created now what we want to do is look at the four basic principles that are or forces that are acting upon the airplane so we've talked about lift weight is the next one um and weight is obviously the weight of the airplane itself we have drag and then we have thrust which is usually from our power plant of some type so each one of these is broken into a specific topic that we'll cover um and one of the other questions that they usually ask is when are all of these forces equal so if all of these forces are equal it's in straight unaccelerated level flight straight unaccelerated level flight that is when all these forces are equal now the way that these change are based upon our power climb angle and air speed all right so what we have here is that it is dependent upon how much power we use and when we look at it even with the full throttle or maximum power the airplane is going to slow down as it basically attempts a steeper climb right so as we can see here in the bottom if we are in airplane a and straight level flight with full power we're going to get a very fast air speed if we start to pitch the nose up with full power that airspeed starts to decrease and if we keep climbing or or steepen that climb angle it will start to decrease even further the air speed will start to decay or get rid of it okay all right so let's talk about the first one which is thrust okay so thrust is provided by the engine um and what it is is the engine has the propeller on it remember a propeller is just another version of an airfoil and that propeller is converting that power into thrust and pulling the airplane forward okay the thrust is acting parallel to the longitudinal axis however it's not always the case we'll talk about that in the next slide here so that is what thrust is the next one we want to talk about is drag so drag is the opposite of thrust and there's two different types of drag or two different basic types of drag that we're going to talk about drag is just something that resists the movement of of the actual airplane itself okay so the two types of drag that we're going to be discussing in this class are known as parasite drag or parasitic drag if you will and then we have induced drag so within each one of these there are sub components or sub you know smaller versions of drag as we go along as well okay so parasitic drag or parasite drag is is basically um not associated with the production of lift and it increases as air speed increases okay so these are things that naturally stick out from the wing so this could be uh you know bolt screws anything that's basically uh disturbing the airflow going around or over either the wings or the aircraft right so the faster that we go the more parasite drag that we have induced drag is slightly different so as air speed decreases what we have here is that it's actually it's inverse with our air speed so drag caused by the same factors that produce lift it its amount varies inversely with air speed so and i'll show you what the drag lift curve looks like here in a second to kind of put it in perspective it's going to be a little bit easier to look at that way all right let's look at parasitic drag first so there's a few different types we have form drag which is a version of parasite drag so this is anything that sticks out into the airstream this could be wheels antennas rivets just anything at all we have interference drag which is comes from the intersections of air streams that cause eddie's currents turbulence and restricts any type of smooth airflow this could be at an intersection where let's say the wing and the fuselage meet so that's what we call interference drag and then we have something called skin friction drag and this is just the any type of resistance due to the contact of moving air with the surface of the aircraft actually if you don't wax your airplane um it can you know by actually waxing the airplane you can actually increase your airspeed by about five five knots or so um just because it gets rid of that skin drag if we were to look at a drag curve and this is where people sometimes get lost in parasitic drag is all of the drag that we're talking about things that stick out the no the nuts the bolts everything that basically sticks out along the along the way so if this is zero air speed and this is you know 130 knots over here what ends up happening is the faster that we go this initial line is that parasitic drag is pretty much at nothing when we're just sitting uh in the airplane not going anywhere as we speed up what ends up happening is that that drag that parasitic drag starts to increase and it's increasing because of the fact of that the faster that we go all those nuts and bolts and the antennas and everything else that we talked about it's now affecting it even more the opposite of that is known as induced drag so induced drag starts off very very high when we're just sitting on the ramp but it actually decreases with air speed so it's actually the inverse so that's what we mean it's the opposite so as we go faster the induced drag decreases but the parasite drag increases uh you got another hour catherine if anybody needs to go well it's all recorded so you guys can watch it right so what we have here is we're going to talk about the reverse command and positive command uh we'll talk about that in the next slide just to kind of show you what this looks like so there's something called the region of reverse command and what this is is that this is what we this is what ends up happening you're gonna hear this a lot from your flight instructor of you either need to you know you're behind the power curve and all this stuff if we're looking at airplane number one and this relates to that drag curve that we just looked at in order in this example in order to maintain whatever altitude that this airplane is at it's going to have to keep that power setting of 1900 rpms and at 1900 rpms the aircraft is to me is able to maintain the altitude and an air speed of 74 knots what ends up happening though is that once we get to the back side of the power curve and remember the back side of the power curve is this red area where we don't want to be in okay when we get to the back side of the power curve if i don't do anything meaning that i keep the same power setting at 1900 rpms then my nose is going to start to increase my angle of attack is going to start to increase and you'll notice that my speed went from 74 knots down to 53 knots and now my airplane is descending at 500 feet per minute in order to maintain your uh in order to maintain your altitude when you're on the back side of the power curve you need almost full power and in this case this airplane is now full power 2600 rpms and it's at 53 knots so the reason why we talk about this is this is the this is that drag curve that we looked at before okay so yep all other forces remaining consistent yep so drag is the price that is paid to obtain lift what we always talk about is the lift to drag ratio which is the amount of lift generated by an airfoil compared to its actual drag and then the lift to drag ratio is going to show airfoil efficiency and we always call these an ld ratio which is basically whatever is most efficient for that specific airplane so when we look at a drag curve what we have is as the speed increases as we talked about which is going to be right here we have this is the parasitic drag line as speed increases the parasitic drag will start to increase exponentially you'll see that the drag goes up pretty high the induced drag though which is over here is actually working the opposite so as we increase in speed the induced drag is going down what we have in the red line which is known as total drag is basically whatever the total between the parasitic and induced drag is this is what we call our total drag okay so the bottom of the drag curve is always going to be the most efficient speed at which the airfoil can generate maximum lift and minimum drag so right here where these two cross and this is right there where the parasitic drag and the induced drag meet that is our most efficient where we generate maximum lift and minimum drag and this is what will also this is our speed that the manufacturers give us for our maximum glide distance so if we ever lost an engine you're going to have an air speed that you want to fly and the air speed is basically right where that meets the parasitic drag and the induced drag and that will that will basically give you the furthest distance if you will uh yep it will count as your intendance thank you all right so if we look at this in another way just kind of giving you a few different visual options to see how this works um as mentioned your max range which is the furthest distance that you can go is where the parasitic drag and the induced drag meet on the other hand if we're kind of toward the back side of the power curve which is over here this is what is considered max endurance so what we have is this is kind of just an example you don't need to know this you know we have aeronautical engineers that calculate all these numbers and this is how they're calculating it all right all right let's talk about weight and if you're having trouble uh connecting go ahead and just kind of uh you can basically exit out and then go back all right as i said it will always happen it's just something that naturally happens because it's a technology okay all right let's look at weight so weight is the next thing remember weight counters lift so weight is the combined load of the aircraft itself so this is when we talk about crew fuel cargo anything that's that's basically the weight of the aircraft right and it's the downward force of that airplane that's caused by gravity which is opposing lift so lift is the important one weight is the one that counteracts it and weight is always acting straight down towards earth so keep that in mind the next one we talked about a little bit which is lift remember lift counteracts weight so lift is opposing the downward force of weight and is produced by the dynamic effect of air acting on the airfoil so remember the air going over the top part of the wing is moving faster and it's a lower pressure than the air on the bottom side of the wing which is a higher pressure and it is moving slower so by doing that that is producing lift all right so we all good so far so those are the four forces the four forces are equal in unaccelerated level flight that's one of your faa test questions the next thing that we're going to talk about is wing tip vortices so wingtip vortices are created at any time that we uh are creating lift so anytime that lift is created it's almost a byproduct of lift and what it is is uh it is these this spiraling airflow that basically extends off of the wing tips i'll show you what that looks like here in a second so if we were to look at a wingtip vortice this is what it would look like and it's you're you're not gonna be able to see it unless you'll you'll usually see this if airplanes fly through clouds or fog or something like that and what it is is it's basically this spiraling airflow that comes off of the wing tips all right now the reason why wingtip vortices are so important is that this is where we usually get something called wake turbulence right if you've ever been flying on a commercial airplane and you're coming into land you start to feel the airplanes start to have some turbulence close to the ground it's probably because it's flying behind an airplane that's creating this all right so here's just another version of it as we can see we've got that uh this is a version of aerodynamic drag but we'll talk about the specific formations of the vortices but remember that they are any of these wingtip vortices are going to pose a hazard to aircraft especially during the landing and takeoff uh phases of flight okay so keep that in mind so it's going to be the most crucial when we're taking off and landing now the strength of the vortices is a function of the aircraft's size speed and configurations what we usually like to say is that aircraft that are heavy slow and clean are going to create the strongest wingtip vortices so heavy just think of a heavy airplane so a boeing 747 or an airbus a380 is the heaviest that we have right when it's slow it is uh it is creating the most amount of wingtip vortices so think about it uh when are aircraft slow they're slow when they take off and they land and in a clean configuration a clean configuration means that the wing flaps and the gears are retracted meaning that there's nothing sticking out if we set a dirty configuration that would be when the gears down and the flaps are down so uh when we take off that is probably the worst position where it's heavy slow and clean because the airplane has already brought up their its flaps and it's also brought up its landing gear uh it's still just as bad on landing though so keep that in mind now the reason why we're talking about the formation of wingtip vortices is it leads to this thing called wake turbulence all right so um wake turbulence is what causes turbulence in the air when we're following behind these vortices and this is what can really affect us as small general aviation pilots and even when i was flying the amber air 175 when we were flying behind certain airplanes this thing it's it just kind of rocks rocks you back and forth and it kind of does weird things um especially going into la all the time now what air traffic controllers will do is it's it's their responsibility to give you separation during uh you know takeoff and landings at controlled fields and with that it used to be based on time now it's actually based on distance and that's something that the air traffic controllers will deal with now what's important to note is that the wingtip vortices as stated occur any time that we we have lift right so anytime that we're following an airplane uh the wingtip vortices that are coming off this airplane are gonna start to basically descend at 500 to a thousand feet per minute so you do not want to be flying your small airplane in that general area within about a thousand feet of the same altitude okay now the next thing is is how do we avoid this type of scenario so obviously we don't want to be within a thousand feet of the same altitude behind a larger aircraft and you know if we're flying a small cessna it could potentially be let's say a business jet that we're following so what we have here is at the bottom this is kind of the the two things that you absolutely need to know is we want to rotate prior to the point at which the preceding aircraft rotated when taking off behind another aircraft so what we mean by that is that when we are taking off you can see that in this picture the airplane is taking off and it's starting to create that wake so what we want to do is we want to rotate or start taking off before the point that that other airplane took off so that way we can avoid it now when we're coming into land we want to touch down after the airplane touched down so you can see where the wake turbulence is where this airplane landed so what we want to do is we want to come in and touch down beyond the point that they actually touch down and that will help us avoid wake turbulence all right now wake turbulence is another thing especially when we deal with parallel runways because wake turbulence is going to move whichever way the wind blows so um the wind could help us in some sense or it could uh hurt us okay all right let's look at ground effect so round effect is basically where we have this artificial improvement of performance right it's going to allow us to get off the ground a little bit earlier than what is really possible and what i mean by that is that we have rotation speeds meaning when we're gonna when we're gonna pull back on the yoke and we usually need to keep or maintain a specific speed in order to uh you know keep lift right we need to counter we need to counter that weight by creating that lift force so let's look at gra ground effect here so ground effect as mentioned is that artificial improvement in performance if you will um and it's usually going to be within one wing wing span of the ground so for most of the general aviation aircraft you're going to experience it within about you know about 15 10 to 15 feet depending on how big your wings are of the ground and this happens when you're taking off and or landing so what it is is it's simply a reduction in that induced drag and the reason why is that we have that airflow from the aircraft and normally that airflow is is basically you know just kind of uh falling off that airplane but what ends up happening i'll go back to the other slide is now it's actually hitting the ground and it's basically providing this cushion that's kind of holding you up if you will right and those wingtip vortices the up wash and the downwash are really what's giving you that ground effect okay we'll look at a few different examples to kind of explain it a little bit a couple different ways okay so wing when we look at our performance outside of ground effect this is important to kind of look at um and once again this is from the rod machado book so i like some of his slides just because it breaks it down what we're going to do is we're going to look at how the airplane operates or performs when it's not in ground effect and then we'll compare it to when it is in ground effect okay so as we know we've got uh lift and drag right and the downwash bends which is basically we can follow these red lines here these red lines are what we call this downward bend so as you can see it's basically kind of creating a downward bend and get rid of that the wingtip vortices create that down wash which is helping tilt the total lifting force so total lifting force is this big blue thing right here okay now let's see how that compares now as you can see that wing to vorticine the downwash and the up wash and all these different things is not affected because we don't have the ground directly below us so it doesn't really create that cushion so if we look at it and place that airplane closer to the ground what we have here is that now it's actually starting to hit the ground it's creating that that that uh that cushioning effect if you will but the biggest thing here is look at where the total lift is the total lift kind of moves forward on the wing versus where it was at before it was actually a little bit further back on the wing when we looked at it in ground effect so the way that this changes our pitch if you will is it's dependent upon obviously where we are so if we're in ground effect or we're not in ground effect so when we're talking about the downwash let's look at the first one so in position a we need to hold the nose is kind of held up by this wing performance right out of ground effect so what we have is the airflow comes up over and it's hitting the back of that vertical or horizontal stabilizer and that is pushing that tail which is giving us that nose up when we get into ground effect what ends up happening is that down wash that we would normally expect to have diminishes or decreases once it gets into ground effect and it's no longer really pushing that tail uh down so naturally what's going to end up happening is the nose is going to want to come down right so that's how the pitch changes now that is above and beyond what you need to know but i will give you the test question and with that test question what is ground effect all right let me go ahead and bring up the poll here just what is the definition of ground effect try to answer in the poll please is it a the result of the interference of the surface of the earth with the air flow patterns about an airplane b the result of an alteration in airflow patterns increasing induced drag about the wings of an airplane or c the result of the disruption of the airflow patterns about the wing of the airplane to the point where the wings will no longer support the airplane in flight if you really really would really want to answer in the chat make it a private just make it private so you don't have to send it to everybody guys so i guess i'll have to put a tutorial out for uh how to answer on polls all right so uh the correct answer here is a so we got about 81 percent of the class with the correct answer it is a in this case it's the result of interference of the surface of the earth with the airflow patterns about the airplane okay so that ground effect remember is that result of the interference because now we're putting the surface of the earth beneath the airplane and that's what's screwing with these airflow patterns all right now the next thing we're going to talk about is stalls so we talked about what produces lift let's look at what is actually happening when we stall an airplane so a stall is really just a rapid decrease in lift all right it's a rapid decrease in lift so normally what ends up happening is we use these fancy words which is like smooth laminar airflow so what we can see here in number one is we've got this nice smooth laminar airflow meaning that there's really no separation the airflow is following the curvature of the wing and what ends up happening is that it's everything's going where it needs to be all right so when we get a rapid decrease in lift what ends up happening is it's caused by the separation of the airflow from the wing surface and this is this occurs any time that we exceed the critical angle of attack so remember that we can stall a wing or an airplane in this case any time that we uh at any point in time we can we can stall it at any airspeed fast or slow at any uh pitch or bank angle we can actually uh have a stall occur all right it's very important to realize that the whole reason why a stall occurs is that we exceed what is known as the critical angle of attack okay most the time for most airplanes out there it's somewhere between 18 to 22 degrees so when you basically pitch up enough you're gonna have the difference between remember we've got that imaginary chord line and the relative wind and the difference or the angle between the two is known as the critical angle of attack so what ends up happening is when we exceed that critical angle of attack we start to have this little interference if you will that's what all these little red things are and it's kind of like burbles okay and what ends up happening is that smooth airflow no longer exists so what ends up happening is that it starts to separate from the wing and as it separates from the wing that is where we start to lose lift and the wing starts to stall now in a stall the wing does not totally stop producing lift it's just not producing adequate lift or enough lift to counter gravity now on most training aircraft out there if we were to look at a fuselage and a wing that kind of looks like this um they will stall from the inside the interior portion uh or the inboard portion and then they'll work their way outwards on uh transport category aircraft like boeing and airbus it actually stalls at the wing tip and then it works its way to the fuselage so it's important to understand how your airplane stalls all right so the stalling speed of an aircraft is never going to be a fixed value it's dependent upon these it will always stall at the same angle of attack regardless of air speed weight load factor or density altitude so um yep so the critical angle of attack the critical angle of attack is the angle right so if we were to look in an airfoil it is the difference between the cord line it's the angle between the cord line and what is the relative wind okay so that is known as a critical angle of attack so the angle of attack is where the airflow separates from the surface or the upper surface of the wing and that's what that's what causes the stall okay so as mentioned i don't really go with 16 i usually say 18 to 22 degrees is usually where the aircraft designs will occur and the biggest thing is is that it can occur at low speed high speed or in turn so it can occur at any point in time all right we call it a critical because it's it's basically at that point where it can't it's critical it can't uh it can't produce lift anymore or it can't produce enough lift so let's look at these three different events we've got a low speed a high speed and a turning so in a low speed this is when we're practicing stalls or this could occur when we're basically either taking off or landing and we're not paying attention to our air speed right the lower the air speed the the higher we must increase the nose up pitch in order to maintain that altitude right so when we start pitching up that's what increases the angle of attack now the high speed would be such as an aircraft and a dive so if you're going 100 knots or more if you were to yank up abruptly on the yoke and pull up as hard as you could you'll still stall that aircraft because it'll exceed the the critical angle of attack once again and in turning anytime that we turn we're adding to the weight of the aircraft because we're increasing the g level so for example if i've got an airplane that weighs a thousand pounds and i'm in a 2g turn that airplane now weighs 2000 pounds which means that we need even more lift to counteract that additional weight all right so with that got one test question then we're gonna go into stability so let's go ahead and look at this real quick here let me pull this one up try to answer in the chat please all right during a spin to the left which wing is stalled is it a both wings are stalled b neither wing is stalled or c only the left wing is stalled give you guys another couple seconds on that i did pause the chat hopefully it is working this time when i pause it so we've got a little bit of split in the class right during a spin to the left which wing is our stalled okay so if we were to think about this it's kind of trick question in a way most people are 57 percent of the class is saying c and unfortunately that is not the correct answer it is actually a correct answer is a so we've got about 37 percent of the class with a now anytime that we're in a spin then what we have is both of our wings are going to be stalled but one wing is going to be more stalled than another so that's the only thing so you can you can either think of it as one wing that is less stalled than another or one wing that is more stalled than another but one is having more of an effect than another and that's generally the direction that the spin goes in all right but keep in mind that both wings are stalled in that circumstance okay good job everyone go ahead and turn this thing back on and maybe it worked maybe it didn't work if i muted it maybe it just mutes myself that's maybe what it does um all right so uh james was asking a good question which is basically like a spin to the left like what do you mean by a spin yeah that's a great question um let me go ahead and show you guys real quick here so if we have an airplane right what ends up happening is when we're talking about a spin is that when we stall an airplane what's any what will end up happening is we're going to basically pitch up pitch up pitch up and we're going to exceed the critical angle of attack meaning that we're going to lose enough air speed we're going to exceed that critical angle of attack and then usually what will end up happening is one of the wings will drop okay if we don't recover it it will go into what is called a spin so a spin is literally as it sounds what will end up happening is the nose will come down and it will actually just start doing a spin like this okay usually the aircraft will spin two to three times per second we actually go through this in in flight instructor training it's a requirement that we go through uh and it's usually we the problem with this is that one wing is stalled more than another but both wings are actually stalled at that point what i can do is i'll i will uh share with you guys a video next time of a spin uh there's a there's a good video out there or if you want to youtube it it is uh just just go on youtube and type in the word cessna spin and what you'll do is you'll see uh the actual aircraft spinning and this is considered a stalled state so the way that we break that is we have to we have to figure out how the heck do we reduce the angle of attack right even though we're pointed straight at the ground we actually have to push the aircraft even further down to the ground to break that angle of attack to get the airflow to go over those wings and then yep two to three seconds so you guys can practice this um usually you can go out to like an aerobatic school or someone that's got a decathlon or something like that it's great practice it used to be required by the faa that everyone practiced this uh but then there was too many accidents so they got rid of it but all certified flight instructors have to go through this training so uh you and you will kind of go through the maneuver in terms of what is how do you recover from this right so we use two different acronyms we use pair or reap depending on your manufacturer the pair which is for cessna just like this one is is power to idle because we don't want to go faster towards the ground ailerons neutral meaning that we want our yoke perfectly you know we don't want to go right or left the rudder is going to go in the opposite direction so if i'm spinning to the left to the left i'm going to slam on the right rudder to basically stop that spin and then it's elevator full forward which is basically decreasing that angle of attack and i'm trying to break that stall okay so that is what we mean it's not that bad you won't barf well maybe somebody will somebody won't but um it is uh you want to go ahead and look at your aircraft manual they are all slightly different it's usually going to be either uh pair right power to idle ailerons neutral elevator full forward and rudder opposite or reap which is the same thing it's just in a different order for the pipers out there okay hopefully that explains that all right let's go ahead and keep pushing on here we've got just a few more and then we'll open it up for questions i know it's getting late on the east coast so i appreciate you guys hanging in there all right let's talk about dynamic stability so we have what is known as static or dynamic stability right and stability is just really the ability of the airplane to return or not return to its original flight condition so what we talked about is static stability or dynamic stability so static stability is what is what is the airplane initially going to do what is it going to do if we were to pull up and let go of the yoke and not touch it is it going to continue climbing is it going to descend dynamic stability is what is the airplane going to do over a longer period of time if we just didn't touch the the controls whatsoever so when we look at this the first one here is known as positive dynamic stability so as we the reason why it's positive is that the initial tendency of that airplane is to return or not return to its original position so in this case what we have here is it actually returns to its position neutral dynamic stability means that it's just going to oscillate forever it kind of keeps kind of keeps going at the same clip you can see that it's basically going to climb and then it's going to descend it's going to climb and descend and it keeps doing so as we go forward instability is probably the worst where these oscillations you can see it starts off relatively small then what ends up happening is we get a little bit worse a little bit worse a little bit worse and it starts getting uh you know the oscillations are larger and larger okay so when we're talking about stability we talk about two things as pilots we talk about maneuverability and controllability these are the two things that affect or significant areas um that we like to talk about and these are very a lot of people confuse these especially cfi so maneuverability is what what is the aircraft or the quality of an aircraft that permits it to be easily maneuvered or maneuvered easily and to withstand the stresses that are imposed on it controllability is you the pilot putting in whatever your inputs are and the aircraft responding okay so that's the difference between maneuverability and controllability okay so one thing that we want to think about is that you know what is an airplane that is inherently stable is it one that is more controllably or less controllable or is it more maneuverable or less maneuverable remember that controllability once again is the capability of an aircraft to respond to the pilot's controls especially in regards to flight path and attitude okay with that i've got an faa test question here and i'll bring up the poll give me one second before you guys start answering we try to mute the chat all right so an airplane said to be inherently stable will is it a be difficult to stall b require less effort to control or see not spin i'll give everyone a moment on that think about some of the buzzwords that we used remember controllability maneuverability i try to include faa test questions that we just covered so that way they're not too far in left field so if we did not talk about it then it's probably not the right test question okay all right so got about 85 percent of the class with the correct answer it is requires less effort to control so remember a stable airplane will tend to return to its original condition of flight if disturbed by a force such as turbulent air so that means that the airplane in this sense is what we consider a stable airplane is easy to fly all right good job everyone we are almost done we just have a couple left hand turning tendencies about seven or eight more slides so i appreciate you hanging in there i told you this is not a watered-down course for those that thought this was i apologize but i we're gonna keep it honest here so let's go ahead and talk about left-hand turning tendencies so remember we in in newton's third law for every action there's an equal and opposite reaction right so what we're going to talk about is the left-hand turning tendency of an airplane is really made up of these elements so the four elements and actually we're just going to talk about the three elements because the fourth one is a cfi one that i removed the first one is torque reaction which is the opposite reaction from the engine and the propeller we've got a cork screwing effect from the actual slip stream and then we have something called p factor which is a fancy way of uh or simplified waves for the s the asymmetric loading okay so these are the three different ones that we want to talk about as private pilots so the first one is torque reaction so uh any time that the airplane is basically you know the the engine is going to be moving uh and it usually if we're sitting in the cockpit we'll notice the pro the prop is going to rotate to the right so the airplane's natural reaction is to go in the opposite and roll to the left so by doing that what will end up happening is in order to kind of counteract that we get also a yawning condition when we take off and we have to apply opposite rudder you'll see a lot of people in the chat sorry i forgot to unmute the chat everyone a lot of people in the chat basically stated that um you know you step on the ball uh and that is correct that is the whole purpose of it uh so when we look at it let's look at a very simplified version of that for engine torque so we've got a prop that's rotating to the right if we were to look at it from the cockpit and that airplane's natural reaction is going to want to roll to the left okay so that is the reason why we've got one set of left hand turning tendencies so what we want to look at next is we call this the corkscrew effect or also the slipstream effect this is kind of a cool picture uh from the 40s or 50s here and you can see that there's kind of this fog layer that's basically circling this aircraft this navy aircraft here and that that basically is a great uh demonstration of the slipstream or corkscrew effect however you want to call it so what ends up happening is when the wind is blown back from the propeller it's striking the left-hand side of the vertical stabilizer so remember that the vertical stabilizer in this case is this thing right here so as the air is basically circling it's going to then hit the left hand side of the stabilizer the vertical stabilizer which means that the nose of the airplane is going to want to go if this is hitting the left-hand side then this guy that knows the airplane is going to want to go to the left all right so that means that with the air that's pushing on the left hand side of the vertical stabilizer the butt of the airplane is going to want to go to the right which means the nose is going to want to go to the left right now this is more apt to occur at slower speeds um and this is just because with the air becomes more compressed so what you notice and when we talk about slipstream effect and i've got another image here for you uh the rod macho simplified version we have our propeller rotation and what's normally happening is this is basically going around the airplane and around the fuselage and eventually it hits the left-hand side of that vertical stabilizer the butt of the airplane wants to go to the right and then as mentioned the nose of the airplane wants to go to the left which is creating that left hand turning tendency if you will all right all right last one here is the p factor which is asymmetrical loading um we always just call this p factor so once again anytime that we have a propeller a propeller is just another version of an airfoil okay so um an airfoil of any type whether it's a wing or it's a propeller can stall just like anything else so what we like to think about is at a low angle of attack the load on the downward moving prop blade is a bit more and we'll i'm actually just going to go to the next one because i like this one a little bit better in terms of an easier look at p factor p factor is like a very easy way to kind of explain um the bite and what we mean by bite is what it how much of that prop is grabbing the bite of air fuel how how big is that bite how much air is that prop actually grabbing as it as it basically pulls us through the air okay so as it grabs the bite of downward moving uh downward moving because remember the blade is moving downward the the blade that moves downward is actually moving at a faster rate than the the ascending blade is moving faster than the descending blade that's an easier way of thinking about it we'll get it here in another version all right so when we look at a propeller uh and we're looking at the relative wind this is just a way of looking at it where we've got the different version of the angle of attack so when the airplane is at a low angle of attack the rising and falling blades of the prop have almost the same angle of attack so in other words each half of the propeller produces an equal amount of lift and there's really relatively no p factor which is giving us those left-hand turning tendencies now if we were to look at it in another way and remember that all these are kind of exaggerated when the airplane is at a higher angle of attack the falling blade the descending blade has a larger angle of attack compared to the rising blade right so that difference is what gives us that p factor okay all right next last ones we want to cover here are the aerodynamic forces within a maneuver okay so we have specific forces anytime that we're in a turn when we are in level flight uh and hopefully when we consider it straight on accelerate level flight lift is going to equal weight meaning that we're not climbing or descending when we start to turn what you're going to notice is that we have these different components which is what is considered a vertical component of lift or a horizontal component of lift now no matter what vertical component of lift is basically just straight up from the aircraft horizontal component of lift is right or left of the aircraft horizontally now whatever the whether it's horizontal or vertical you basically add those two together and you get total lift but once again that's above and beyond this class what we're showing you is that our total lift or the lift that we need increases the more that we bank right because basically our load factor increases so if we were to look at a very basic text of the load factor if we were in straight level unaccelerated flight or just flying around on a normal day we would be experiencing one time uh or one g if you will okay as we start to make a banked turn you'll notice that we start to increase the g's so we're at 1.06 gs on a 20 degree turn 1.31 at 40. the one that you should know is the 60 degrees at 60 degrees you're actually pulling two times the amount of gravity which means that you actually are that aircraft now weighs two times more than it used to right so when we have an increased load factor meaning that the increase of weight that's what's going to cause that airplane to stall at a higher air speed because now we've got more weight with less lift right so that's that's what we're talking about what you're going to notice is that in the faa test there's going to be basically this stall speed and load factor so this is another way of looking at it and what they're going to say is that they'll basically tell you that you have an airplane in a 60 degree bank what would be the load factor well in this case i can go to my bank angle of 60 degrees correspond that to two g's which basically lit is here and i can tell you that it is two times that of gravity so if i had a thousand pound airplane i would multiply that by two and guess what my airplane now weighs two thousand pounds all right it won't cause a lift or weight imbalance uh swathi now the last thing that we want to talk about here is the rate of turn or radius of turn i'll show you a cool little spaceship one that i found so this is really referring to um how what is the amount of time that it's required to complete a turn right so it varies depending on our actual airspeed so if we had a constant airspeed which is this one up here and number one if i maintain a constant air speed but i changed my bank this bank that's giving us a tighter turn is a 30 degree bank this one which is not giving us quite a tighter turn is 20 and then this one which is giving us a pretty wide is 10 degrees this is the equivalent of if you were to turn your steering wheel uh how much do you turn your steering wheel do you turn it an inch do you turn it three inches this one at the bottom and number two here is taking into consideration the same angle of bank but we're we basically have different air speeds so what we can see here is the faster that we go with the same angle of bank this was at 60 knots the wider our turn is now if we were to go slower and we were to slow it down all the way to 40 knots we can actually make a much sharper turn without having to turn the airplane okay so almost done everybody if we were to look at the radius of turn with our with our star starship here right in a low speed turn our radius is smaller and if we were going faster then our radius would be increased okay so an easy way of looking at that is an increase in air speed is going to result in an increase in the radius of the turn and an increase in the angle of bank results in a decrease in the radius of the turn so the sharper that i roll into or bank into that turn then the smaller the uh the smaller that this little arc or radius is going to be okay all right let me give you one final faa test question then i'll let everyone go here so give me just one second i'll pull it up and i'll mute the chat let me mute the chat first and then we're almost done all right so this one you're gonna have to correspond to this is from the faa chart so refer to figure two and i went ahead and put figure two on the on the plate here for you if an airplane weighs four thousand five hundred pounds what approximate weight would the airplane structure be required to support during a 45 degree bank turn while maintaining altitude is it a 4500 pounds b 6750 or c 7 200 pounds i'll give everyone a moment on that right give everyone another 30 seconds or so so so there's two ways to look at this question you can either use the load factor chart of the actual chart on the right hand side or you can use the table on the left hand side and we've got 92 percent with b which is the correct answer here so i'm gonna go ahead and stop that so what you could do like i said is if you wanted to look at the 45 degrees of bank you could basically follow that up and see roughly where that is and you could guesstimate that's roughly 1.5 but the other way of doing it is you look at the angle of bank of 45 degrees and all we're going to do is we're this is the load factor number so if i've got an airplane that weighs 4 500 pounds i would multiply it by the load factor so in this case if i wanted to do simple math i could do you know 1.5 but the exact number here is 1.414 and if i break out a calculator here that's giving me 63 63 pounds and the closest answer to 6363 is that if you wanted to get a less accurate way and kind of the way the faa is doing it is if you look at this chart here you can come up with roughly 1.5 and if you were to multiply 4 500 pounds times 1.5 then that gives you 67.50 all right so with that um i'm going to reset that real quick i hope that you guys uh enjoyed the class i appreciate you guys hanging out so far for the three hours that we've been here um the classes are normally going to go for a little bit longer this one is actually a little bit shorter uh so let me know if you have any questions uh if uh the website like i said is a little bit slow right now but it's starting to come back it's just everybody's piling in at once and i did call the web guy uh or whoever it is and he's gonna he's tweaking everything so you guys should all have access um as mentioned the uh there's still 51 spots in the first hundred students for the free hour so that's still up there um i'll go ahead and put that in the sticky message because i know there's the welcome start here as well uh and i'll put that up for you guys and let me throw that remove that other sticky message but if you guys have any questions in the meantime you can always shoot me an email um there is a uh quiz available um let me get rid of this slideshow and that all right so there is a quiz available um for the aerodynamics section like i said i think it's like 42 questions or so if you are having a little bit of problems getting on right this second just give it an hour or so or you can try it any other time tomorrow it's just when we've got 5 000 people trying to get in at once that's usually where the problems are so with that like i said if you have any questions i am here for the next 30 minutes or so and i'm happy to answer any questions you guys have um i appreciate zaf and missy out there handling all of your questions and appreciate your time so hopefully we'll make this a worthwhile endeavor for everybody all right other than that class is over unless you guys just want to hang out all right what questions do you have or are you still confused and the next class everybody remember the next class is going to be on wednesday at 5 00 pm you kind of you should know the drill by now uh wednesday at 5 00 p.m pacific time the class material will open up two hours before class and uh on wednesday we are going to be covering aircraft systems so that's going to be the engine system if you want to read chapter three and then we're also gonna be talking about flight instruments so that's the six-pack of the instruments airspeed indicator attitude indicator altimeter vsi vertical speed indicator your heading indicator or directional gyro and also the last instrument is your turn coordinator and then the compass so we'll be talking about all of all seven of those instruments there so that is if you're on the rod machado one it is gonna be chapter three and chapter five if you want to go ahead and look those over otherwise uh i will post the uh pilots pilots uh p hack information for those chapters as well all right and oops let me go and unmute that real quick all right so all right everybody any questions that you guys have at this point sorry for muting the chats for so long it russell um you know i can for medical questions when it comes to your faa medical uh you can search them online there's really nothing specific that disqualifies you um you know there's certain medications they don't really look at obesity anymore uh blood pressure diabetes they are allowing pilots with diabetes to fly but once again it's easier to make an appointment with a aviation medical examiner and they can answer all those questions for you um there's really no like cut and dry black and white you're disqualified at this point uh you don't need to do the quiz tonight just do the quiz at some point between now and wednesday the quiz is located on the online portal j which is uh check guide prep.com it's probably going to take a minute or two to load but once it's there i'm able to get in right now as mentioned the special offers at the very very top you have the option of three payments or one payment it's not required but it will give you lifetime access and then i think we're have 49 people 49 spots left for the one hour of ground with myself so um you can use that at any point that does not expire so as mentioned that you know if you guys are struggling with any of these topics i will sit here with you on a video chat and it is per it is free um and uh we'll go over whatever questions you have all right there billy is asking is there an age limit to become a pilot that's a great question uh you need to be at least 15 years old to get your student pilot's license 16 to take the written test and 17 to actually get your actual pilot's license thank you everybody i don't know what that one is all right uh yep this is how basically all the lectures are going to go from here on out so they are all prepared and um excuse me lose my voice here um you know i've taught this class probably about 20 times in for live for live classes or with students in my class so um you know it's pretty much the same thing here jay can answer those questions i guess he's a doctor you're very welcome matt thank you thank you thank you oh and jay jay cohen is a medical examiner so yeah if you can answer those questions that would be fantastic um you do not need to get james is asking do we need to get a radio telephone license or a radio telephone operator's license that's not required um unless you're doing international flights or international travel uh it's required once you get up to the atp side so i know i've got mine because we go into canada and mexico when we're flying uh a couple people are asking about the quiz the quiz is located on the website checkguide.prep.com and that is what you're going to do is go into lesson one at the very very bottom of that lesson that is where the quiz is located you can complete it at any point in time right uh let's see here yep if you have the textbook go ahead and you don't have to read it word for word but chapter three and chapter five are the recommendations i will put that up tonight um thanks robert i appreciate it mike if you're 63 it's still not going to be an issue unless you want to fly professionally professional 121 world you're going to time out at 65 at least for the moment your pilot's license uh someone's asking aaron's asking how long does your pilot's license last that's a great question it lasts indefinitely but what there there are some requirements where we have currency requirements so while your pilot's license never expires you do have to meet with an instructor like myself or someone else and have what is called a flight review every two years or 24 calendar months and then to carry passengers you need to stay current meaning that we're going to get into this for the regulations but you need to have three takeoff and landings uh within the preceding 90 days whether that's daytime or night time depending on what type of flights you're doing okay um if you're looking for the book marcus just go ahead and google uh rod machado's private pilot handbook it's also located on our website so remember in the welcome start here if anybody's missing anything you can go to that and that basically has the isbn number and everything that you need all right um average age to be a pilot the minimum age is 23 years old to be a uh airline pilot because that's the that's the minimum for an atp license uh but once again i think the average age when it comes to like regional airlines most people are in their mid to upper 20s on most of them thanks mihawk and like i said if you guys have any questions you can email me david checkride dashprep.com for those that purchased the uh special um you'll get your one hour uh there's a like a coupon code and then it allows you to self-book and i'll send those out before the next class on wednesday it'll go via email if you don't see it by class time on wednesday just shoot me an email it may have also gone to your junk mail so we'll take care of that as well all right uh robert or anybody else that's having some difficulty getting through to the website like i said there's a lot of people that are just for whatever reason trying to get on at this given moment if it is a problem just try it again a little bit later or if you're if it says that your email is being already used that's because i've already pre-registered you for the course if that is the case then you should have already gotten an automated email and if you're with that password but if you've lost that or maybe deleted that then what you can do is you can go to the upper was it right hand corner of the website um click on login and then it's gonna say forget password click on the forget password and by doing that it will generate a new password for you all right thanks mark appreciate it victor uh yep so uh for those that may have had an audio issue or anything like that as soon as we're done here with the q a i'm going to go ahead and download it and then i'll re-upload it give me about an hour or so and then it'll be on the online portion so you guys can review it all right huh thanks michael uh yep second edition of rod's test book or any edition will work out just fine especially if you guys want to pick up a used copy as well all right let's see here oh it's cool and it looks like someone created a like a a study group as well and also keep in mind on that facebook group on our page i do post a lot of videos as well so um if you have not signed up for the facebook group i recommend you guys do just for the fact of that's where you know in the event that you lose an email or something like that usually a lot of people can answer those questions for you and i do try to post all these pdfs on there as well all right uh robert's asking does the rodman shadow workbook help at all um it does help it's gonna give you the test questions uh but like i said it'll be the same thing that we're going to give you every single class so it's not it's not necessary at this point all right victor if you need access to the website or if anybody needs access to the website go ahead and just go to the website and click on register on the upper right hand corner mark you have a great night thanks for answering that bruce appreciate it thank you thank you thank you gotta hit the sack yep i gotta hit dinner hopefully you guys enjoyed this uh training um i know it's like a fire hydrant but like i said we'll all get through it together uh well i'm gonna butcher your name wavel williams i will find out for you i think we're doing something like that in the future yeah because it's it's still a couple months away we'll know by the end of this class uh dan send me an email uh if your email and password is not working and it doesn't reset just send me an email and i'll take care of it for you once we get off all right uh bala if that's the case just send me an email and i will take care of it for you all right uh william yeah i might need your help william rivera i'm sorry riveria where they are i can't even prince talk right now um someone said that the sql is needs to be optimized i don't know if you know anything about that or if you know someone that could help with that that's that's what's slowing down everything um i don't even know what that means all i know is sql is like where all the data is put together but that's that's what the server guy told me thank you thank you appreciate it appreciate it appreciate it no problem jeffrey original jetbooks they will work but they're probably going to be missing or a little bit outdated when it comes to the gps section but like i said um everything else is the same time fuel distance um there are a couple regulations that changed out there scott he's just got an older version of his textbook it's the foundational knowledge is the same but there's going to be some slight variations in regulations such as adsb uh obviously the gps section the ndbs are not tested on anymore even though we're going to talk about them briefly um so all of that stuff it still uh does apply all right thank you thank you thank you guys and gals out there you uh do the quiz by going to the website and go to lesson one very bottom uh so that's always a great question jessica is asking are the powerpoints available unfortunately i cannot make the powerpoints available my agreement with rod machado when i signed the licensing agreement is that i can present the information but it is not for printed distribution so you can watch the video as many times as you want i just can't release the slides because that was the agreement all right the uh nathan is asking the re-watch or the replays the replays i will send out an email to everyone uh once the once it is up and running uh and if the website is slightly slow again i'll probably post it on facebook or youtube with the link just so that you guys have a different avenue to watch it as well okay and brandon yep it is wordpress on the background if anybody can email me on that david at check ride prep check right dash prep dot com because it's that sql thing that's slowing everything down uh we are based out of camarillo california which is just north of los angeles oh missy knows missy knows the sql you're very welcome very welcome yep uh you're at 43 uh one hour ground sessions remaining someone asked that yep and bruce uh it is david check ride dash prep dot com david check cry dash prep dot com if uh if this is a great question jonathan's saying you know like life comes up he's traveling during these courses you can watch any combination of the live class and the recorded class the equal to 12 classes does not matter the whole reason why we have to get you enrolled in that server that's slow right now is because of the fact is it keeps track of all your tests it tells me every time that you've um watched a video or shown up to a class and it basically gets all that data together it's a lot of data but it also provides a lot of good supplemental information where i'm trying to give you guys more information than what you need just to kind of fill in the gaps and a lot of times you'll notice like the slides that we covered tonight i'm trying to give you different views of the same information because everybody learns slightly differently all right thank you thank you appreciate it are adarsh uh please send me an email david check dash prep.com and i'll get you taken care of okay scott lane go ahead and send me an email david checkride prep.com and i will get it taken care of i will let me throw up my email address for you guys and give me until roughly tomorrow morning to uh do it david at check can't even spell guys all right there is my email address at the very top of the screen on the chat so if you guys have any problems shoot me an email like i said if you're having trouble accessing it uh like scott or darsh go ahead and shoot me an email and i'll don't worry about it i'll get it taken care of uh there's still 43 spots so not a big deal uh it has to hit a certain marker mark i i think it's set for like the two hour mark thanks elizabeth hope everyone enjoyed the class is anybody currently flying or taking flight lessons or going anywhere fun let's see here how many hours and cross turn to you to be able to fly in a cirrus so frank small is asking how many hours in cross-country training to be able to fly a serious sr-22 uh you know i once again it's the same it's the same requirement it's just going to be the faster your airplane and sr-22 is is you know an airplane that's really cool and really really fast and the thing with that is that the faster you come up on the the airports i had this problem because i started my training in an sr 20 i think at the time and um it uh things come up very quick so instead of having 10 minutes to think about something you have five minutes to think about it let's see here you had your first hour that's awesome yeah if you guys want to experience flight go out to your local flight school and what i usually like to say it's really not about the flight school you go to it's the relationship between you and your flight instructor that's going to be key because you are living in a very small space with that individual and you want to make sure that you guys are on the same page and and make sure that you are comfortable with them so what i would usually recommend is going out to a few different flight schools or talking to different flight instructors and seeing what kind of fits the bill in terms of personality style because that's going to be more important than the actual flight school you go to right thanks carl i appreciate that uh yep so someone's asking what is the name of the chapters uh for three and five so the name of the chapters is uh engines so it's aircraft engines and chapter five is gonna be flight instruments you can correspond that to the p hack uh the pilot's handbook of aeronautical knowledge so those will all be there raking in those hours to get the commercial awesome eric thanks for being here uh pharaoh yep if you work during this entire time once the live session is done we'll go ahead and get it up for everyone james you're flying tomorrow lucky duck flying as a safety pilot awesome flying in the simulators that's always fun i think the the worst the most fun i ever had in a sim was doing my atp license where uh your atp ctp course is the only time you get to go into a full motion sim and not have to fear for your job or your life every other time it's always about a check ride or do you want to keep your job for another 12 months or something like that because once you get into the 121 world you have a six six-month check which is basically a non-jeopardy event meaning that you go into the sim and it's kind of more fun and you know even if you don't get something right the first time it's it's trained to proficiency um and then you have a 12 month which is actually just another check ride where there's always two legs and you get a fly with a captain one leg is pretty minor and then the other leg is something major happens so whether it's a cabin depressurization uh engine fire engine failure uh separation anything along those lines or or even a cabin fire uh bruce they don't actually have email addresses if you want to reach out to them you can uh im them individually so they are volunteering thankfully all right james 10 hours doing landings yeah one way to get your landings squared away i remember i had a student who just couldn't get the landing so what we did was we went up um and we did i think it was 4.3 in the in a cessna i think we did something like which is my record i think it's like 60 odd landings couldn't land for the to save his life when we took off but could absolutely land and actually got solo the same day once he once we were done with that lesson um paige it's a it's a crap shoot i know a lot of people uh that don't like it and i know a couple people who like it so it's it's i you know i would just recommend talking to students who've gone there um if you want me to put put you in touch with a couple i know uh some of the positive and negatives and you can hear both sides of the story page if you want to email me awesome corey so you're going to head to sporties for the g1000 lesson in the 172. um if you're going to be studying the g1000 go ahead and get the book i don't remember the name of it just just amazon just go to amazon and type in g1000 there's a guy that puts together this really cool book on how the g1000 works it's important that you understand the avionics that you're flying with because you're going to be tested on it all right uh nathaniel green is asking do i need flight time to take the written and or verbal tests no you do not to take the written in order to take the verbal and the practical test you have to be fully qualified which means that you have to have your written done your hours done and then the cfi has to sign you off uh you do not need to sign up for other uh classes robert um once you're on the mailing list you'll then get um you know you'll then get uh additional emails you guys will get basically two emails one email prior to class and then one email at the end of class basically letting you know that the the the classes i'm sorry the recorded version is up and running all right john's asking how valuable do you consider flight simulation and which one do you recommend um i i like it more for the instrument side of things for instrument students because that's when you're learning um but at the same time it all plays a specific you know purpose um if i were to recommend one it would be like x-plane it's probably the best one on the market i know microsoft was supposed to come out with a new one this year but i think the last thing i heard was got pushed back a little bit um and then in terms of recommended simulators uh you know redbirds are kind of the elite of the elite and they've got desktop version ones but it just depends on your budget because they do get a little bit uh expensive at times faa uh so the faa is still i don't know if they're actually doing uh check rides anymore um i know that the dpes are doing check rides you just have to figure it out um some people are and some people aren't have a good shift i'm ed steve um steve do this do me a favor just uh it should not be occurring so can you just maybe take it an hour maybe try tomorrow and i'll see if i can get this thing improved jack jack has been trying to get current he stopped flying in the mid 90s usually what they say is that for every for every year that you've been not flying is an hour in the airplane that you need okay uh all right so re-explain let's see here also you can please slow down for the next lesson yeah i will slow down for the next lesson and try to go a little bit slower for those that are taking notes apologize it's that energy drink that i have and then i'll see if i can re-explain that for you thanks paige appreciate it oh that's a pain you need a coveted test to go to the bahamas now uh the way that i was taught landings uh steve was obviously there's three different points you have a an aiming point a touchdown point then you kind of shift your eyes downfield um the way that i like to do it with students is i teach them to basically stay in ground effect for as long as possible so we've got a 6 000 foot runway here and what i'll do is i'll have them stay in ground effect and just tell them that imagine that there's a series of cones or beer cans or bottles or whatever and you i want you to knock them knock over as many as you can without touching the ground so the goal is to get the student to be about six inches off the ground and keep in the power and stay in ground effect for as long as possible because that exaggerates the sight picture so that way you can see exactly what you're looking at because usually what ends up happening is when you're just doing a normal touch and go working on landings your instructor will be like that's it don't you see it and it's it's there and it's gone in a second so by doing that little trick it kind of floating down halfway down the runway and staying in ground effect it shows you what that sight picture is for five or ten seconds john uh you can shoot me an email if you want all right let's see here all right so the question one question that missy uh has from catherine is basically re-explaining induced drag so induced drag is the opposite or let me go back to the slide real quick here all right so we have parasitic drag which is pretty easy to understand because those are the nuts and bolts and anything that sticks out from the aircraft's surface that that basically doesn't allow smooth air flow over the wing and then induce drag is slightly different so induced drag is a byproduct a lift if you want to think about it that way um and what we mean by that is drag that is induced by the wing as it develops lift okay so as it develops lift that that drag or induce strike decreases as we develop lift and we go faster and faster all right so what ends up happening and i'll give you the exact book definition if this helps so this is directly from the faa induced drag is the byproduct of lift in other words drag is induced as the wing develops lift so the high pressure air beneath the wing which is trying to flow around and over the wing tips into the low area of pressure causes the vortex around the wing so what we have is as the angle of attack is increased lift will increase and so the vortices so remember that when we're looking at induced drag when we're looking at that drag curve the biggest thing that you need to know is that induced drag is basically at its highest when we're not moving and then the faster we go it starts to decrease the parasitic drag is moving in the opposite direction which is actually increasing i think i can send you a video that's going to explain it a little bit better when it's animated it's a little bit easier to see with an faa license you can fly in any country you want as long as it's in a at least a u.s registered aircraft right no more airplane poetry for tonight all right uh i will hang out for another 12 minutes or so if you guys have any last minute questions or anything like that i think there are someone asked how many do we have left there's 38 left 38 one hour sessions left yeah i paige if like i said you're going to email me anyway so i'm happy to send you there's a good youtube video out there that i like it's just it's easier to explain with an animation at the same time than trying to uh just draw it all right have a good night uh yeah you'll be able to john when when we repost the class um you'll be able to go over it and you'll be able to fast forward especially through the brakes nobody wants to sit there for 10 minutes through the brakes so uh as a rack it is you can go to the the other website um i'll pull it up here real quick and put it up for you night scott have a good one see you on wednesday all right there's that's the link if you want it um it's a wrap right so like usual 577 people hanging out thank you thank you guys you guys have a great night you guys have any more questions out there comments concerns how's the course going it's a lot of information i know uh chapter three in the book what page number is it i mean it's chapter three i've got the second edition in front of me so it's it's uh the thing is he doesn't really use his he doesn't use page numbers he uses these these other things which are uh it's charlie one it's section c1 it's kind of like a terminal yes you'll be able to download all the files that i share um and they'll be located right next to the recorded videos um is it cost effective to save money to buy a small plane it can be a lot of times uh aircraft unlike vehicles like car vehicles hold their value a lot better um so there are people out there that are able to put hundreds and hundreds of hours and get their commercial and then go out and sell that same airplane for basically the same price that they uh paid for it um but you just have to do your research when it comes to that type of stuff uh jacob is asking can i take the faa test without any flight training yes you can um i would recommend just getting the written test out of the way uh some people wait until the last minute like the week before their check ride uh john my email is david check right at prep.com yeah mike i understand the confusion of the polls the thing is it's such an easy thing i mean i are you guys having trouble finding the polls or why why do we answer in the chat just out of curiosity does anyone know is anyone having trouble finding the polls do i need to make like a self-help video for that night one yep uh anybody can join the course after today um even if they haven't signed up so it's an ongoing thing it's just you know every lesson that you kind of fall behind is a little bit more that you need to work on but as mentioned if you get like a lifetime access then you can always get play catch up as much as you want yeah so no no no john says yes he's having trouble finding the polls too fast can't write it down yeah i guess i guess eric what i can do is i can put something in like the facebook group just like a literally a 30 second video of you know because it's right it's right below i'll put a specific slide up the first time so um that way i'll i'll do a screenshot of it so that way everybody knows they need to actually click on something yeah what ends up happening is i think there's a very small red dot on there that will basically show up showing that the poll is is available but i don't when i muted the chat i don't know does that mute that for everybody or ah thanks missy oh there we go okay all right i'm going to steal that missy and put that up because that's good yep you're with us richard uh the check ride checklist available uh download on the website so like what do you mean by a check guide checklist you're very welcome orlando interesting jeffrey so it just mutes it for me okay so it makes my life it makes me look like uh you guys are following along uh yep jacob is asking do i need the instructor endorsement for the faa test yep you do that's uh i'm as long as you guys take the 12 classes and get an 80 or higher then i will endorse you you'll get that certificate at the end it's just i'll send it to you via email print it out take it to the testing center yeah we've we've discussed this and debated this vector he's saying you know disable the chat to stop side conversations the problem is is the chat is very very helpful to the instructor to know if people are lost or let's say you know you lose my audio if i keep talking for 20 minutes and i lose everybody that's it's very difficult um hey john if you have a problem send me an email i'll get it taken care of for you i apologize got it got it yep i see you larry you're here yeah i think like i said once once people kind of understand the system i know like uh initially always on the first day of the classes people start to freak out because they're they can't get on the website or they don't know what's happening or all this stuff and it's it's not the end of the world um that's the reason why we tried to pre-plan this a little bit ahead of time and give everyone logins ahead of time um when we first did this free class we told everyone on the day of to log in and that was a disaster so um try to get this a little bit more uh you got you got it uh you have credit larry it's like i said it's it's done to look up everybody to see who's here or not would take forever but it's it's noted in the system if you're here then you're here uh yep that's a great point the acs does show the list of check ride requirements i mean it's not a an actual checklist but i mean that's that's what will be on your check ride okay you're very welcome steve i appreciate you being here uh so the flight check ride checks that i had up earlier that was for a solo pilot so those were all the requirements that you had to meet in order to become a solo or to solo um so we use that as instructors if you want me to send that to you you can send me an email kl and i'll be happy to do that or i can put them on facebook that works as well um the certificate so the your pilot certificate is not expired but you need to remain current in order to use it all right uh i don't know i'd have to look at that randy uh if you're looking to join the facebook group just go onto facebook and literally type in checkride prep and uh the our page will come up and then down by the groups it'll be there so i think uh let me see here [Music] uh and solomon i see you i'll i'll get to that here in a second for those that are waiting to get into check right prep here i'll approve everyone that was waiting um let's see here you're very welcome alex yep the certificate does not expire at the end of the day you can take it to get your written test done at any point once you take the actual faa written exam though you have it's only valid for 24 calendar months all right you're very welcome juan how old is two old you're not old enough richard if you're 63 and rusty i actually have a couple of my students uh jeff and frank out there um you know they were in your age bracket where they came back into this after 20 years and they just got their flight instructor certificate so they're teaching now so i think it took them a year or so to get um and they had to finish a commercial and then obviously their instructor thanks john appreciate it have a great night janice i can see you joe you're here uh average cost to get a license here in the u.s uh is somewhere between around like you know it could be as cheap as 8 000 and upwards of 15 000. if you start going with the fancier aircraft then you know you're going to start getting into even higher dollar numbers once again it's all dependent on how quickly you get it but that's kind of the average ballpark yep joe that will log you so you're good there uh tom is asking is ground school different for a helicopter pilot license yeah you can use this towards the helicopter i will you're just gonna have to email me at the end of course to remind me that's what you want and then um i just need to send you a couple different pieces of information because there are a couple aerodynamic topics that are different and a couple of regulations that i want you to look at all right yeah 80s 90s as long as they're competent to see right uh ricky um at the very end of the course if you're going to stick with us for the end of the course you can there's a document on the very last day on august 14th that you can submit and then we give you the the credit dual instruction can be logged from right or left seat does not matter when i am teaching cfis or cfi candidates i as the instructors sit in the left seat and they sit in the right seat yep elliot you can absolutely make it up and um we'll you know the the recording will be available once we're done and with this live session here all right you're welcome tom i appreciate it uh perfect john d hunter uh i'm not sure andrea the only emails here are going to be from david or info at checkride.prep.com maybe someone was emailing you or within our system you're actually allowed to connect with other people or instant message um cheapest way to get your private pilot license is to let's see the private is probably one of the more expensive ones there's cheaper ways once you get done with your private like once you're an instrument pilot then you can start splitting time with other pilots and then you reduce the cost in half but like i said try to if if money is an issue and it always is in aviation this is an expensive hobby or expensive career that we all have to pay for um try to block it into certain things so if you can save enough money and work on all your solo stuff and then save enough money into your cross country that's kind of the best way um if you want to kind of do it all at once like that yes robert right you are here sir andrea yep that's perfectly fine you're welcome thomas you guys have a great night i will see you wednesday marcus have a great one anybody else have any more questions thanks lashana appreciate it if anybody had any issues with explanations or anything feel free to shoot me an email i'm happy to answer uh the questions again yep i'm glad i was able to turn you off of the mega skeptic jeffrey you just have to listen to my psa for five minutes at the beginning of class so i appreciate it um all right so pharaoh if you're going to do your oral like i said the oral prep class that we offer basically follows the paved checklist and it's it's a way that i've been able to get almost 100 students through and instead of being a three to five hour oral i've i've been able to actually get my students all the way through an oral a private palette or like an hour hour and a half okay thanks randy appreciate it uh licenses average depending on flight costs like i said eight to fifteen thousand stanley cohen i can see you sir uh yep david talbot if you missed the class it's not rebroadcast it's just the recording is re-uploaded to the website then you guys can watch it yes shoot me an email please and uh natalie and i'll i'll give you some additional information uh if you're looking to fly a tail wheel you first need your private pilot's license and then tail wheel is actually a add-on or not an add-on but a uh losing that the uh endorsement so it's something that you have to get additional training for the videos will be available on the on the uh website checkride.prep.com once we're done mahalo jason you have a good one i see you mr bola what are you guys all doing out there 426 people hanging out huh it's like the good old days uh we might be doing the ifr course we did the free ifr course last time but we'll see here so awesome tyler glad we were able to help yep take a lot of notes learn from everybody in this group what do we all want to fly it's a good question um i have to see where that is jolie in california uh uh probably like a three hour flight joel on is kind of in the bay area we're all the way down by los angeles sorry larry like i said if you're having if it's taking too long don't waste your time just go back a little bit later if you can a mooney yep mooneys are awesome but uh you gotta like slide in there like a sardine and grease yourself up and then once you're in there there's plenty of room but they're pretty like long and slender yeah if if anybody was supposed to go to oshkosh oshkosh was officially supposed to happen today unfortunately because of kobit and everything else it's all down but yep we're uh we actually have tickets for next year in 2021 uh pharaoh if you just get the ultimate package or i'm sorry if you just get the private pilot one it's included in it so yeah and there yep there is that drone course thank you missy it is free i think it's three classes so it's a total of uh 10 or 11 hours so when you're in a turn right remember one aileron is basically going up and that's creating drag and by creating that drag the wing is going to drop and then the opposite aileron is going to go down and when the when the relative wind hits it it's creating lift so we've got one wing that's basically creating more more drag on one side and more lift on another and that's what basically gives us the role okay if you haven't been to oshkosh make it uh part of that bucket list especially 2021 since everybody's missing it this year kit foxes are pretty cool robert um i am not a builder myself but they are pretty cool i've seen a few around the field here yep eccry you can finally chat yep so i i think i've answered that a few times the the training cost for a private pilot would be uh somewhere between eight and fifteen thousand dollars depending on where you're going don that's awesome your grandpa was inducted into eaa hall of fame it's pretty cool two hours away no excuses it's a quick little drive or or a very very short flight especially coming from california for us that's that's uh you know that is uh quite the trek for us it's it's usually like 10 hours but for my students um i've had a lot of students that i had one student that wanted to go to every class bravo airport so we went we took a little cessna all around the country and we actually did a couple laps went up to chicago o'hara atlanta dallas fort worth um san francisco lax vegas san francisco you're very welcome dawn have a great night all right folks any last-minute questions comments concerns for those of you that sent me an email i will uh go ahead and take a look at it once we get off and my priority first priority is just going to be to get this video up for everyone and then we'll take it from there all right all right with that i'm gonna call it a night um tyler if you're looking for uh that's a great question before i do it um tyler's asking is there a place for financial support besides the parents um i will put up a link that has a listing of all the different uh grants and all that stuff like aopa and there's a bunch of them there's there's a good one that that does uh that basically puts it all together okay nope you don't need to see everything nope this is all bonus stanley all right everyone so uh we're wrapping it up here i hope everyone has a great night if you have any questions send me an email if you have any problems send me an email give the give the server you know time to rest here um because still there's a lot of people trying to log in but i appreciate everyone's time appreciate the 300 people that are still sticking around here uh and other than that you guys have a great night and we will see you on wednesday at 5 pm all right take care everyone you

Channel: Checkride Prep

Views: 24,101

Rating: 4.8385091 out of 5

Keywords: Private Pilot, Ground, Ground School, Aviation, Flight, Flight Training, Aerodynamics, Pilots, Students, Student Pilot, FAA, Rod Machado, Sywane Martin, private pilot ground school, free private pilot ground school, free online faa class, private pilot certificate, Free faa courses, Free faa, Private pilot license, private pilot license training

Id: 5DaILlnnbs0

Length: 235min 48sec (14148 seconds)

Published: Tue Jul 21 2020