Thank you for what you for pilotes students for free ! It’s just amazing the time you use for pilots community ! There is a little mistake at 5’ Bearing to the NDB 12° the opposite suppose to be 30° not 31°… But not important for this great video and content ! 😊 Zach from France

These are really good videos!! need more views!

very helpful!

Outstanding

I was in the USAF, I had the presidents plane come and land twice, it's roped off and guarded and w/out the clearance....you're not getting a look at it but from a distance.

Bro really just got himself put on a list. That’s crazy

Nice video

Nice one mate - keep up the good work ;O)

Always great content thank you

So funny sir love the video. Very helpful just what I was looking for.

Hey Mike. I am a little confused. I only fly in Microsoft Flight Sim, so it’s not a life or death scenario. I am currently flying at 5500ft, the outside air temperature is 5C. The inHg is 29.92. Does this mean I have to set the knob so that the press/alt is showing 5,5 under 5C? Thank you! This is a very nice series!

Thus far, a very nice series Mike! This deserves way more views and engagement! Very interesting and the way you show the Pitot diagram is very helpful! Greetings from the Netherlands!! Maybe one of the few countries where you have runways below MSL, though I’m not sure of that ;)

You are fast not everyone who watches your videos is a native speaker.

Thanks to @BestonChimbuziPhiri for pointing out my textual mistake on the speed formula. Everyone knows that speed is distance/time. I didn't check my graphics closely enough, sorry about that. I'll be more careful in the future. Thanks to all who're sticking with me anyway!

121.Mike, I do not know how this channel does have more views. Keep doing what your are doing.

Hello Mike, Thank you so much for the wonderful and informative presentation. I have a question though, on the formulas towards the end you've written Speed = Time/Dist. Is it not Speed = Dist/time?

Yep, hear it every time I fly 🤦🏻‍♂️

Great videos. I've been absorbing a lot of information for my written test, and I really appreciate how you demonstrate the practical application of that information. Please continue creating these videos.

Excellent video, thank you

You put up the 1st example METAR (it starts KSEA...) under the video title.

I agree what others have said: Mike you are an excellent instructor. Clear to the point and informative! Thank you for taking the time to make these videos.

Awesome video, thank you !

Nice

Thanks a lot gentleman these videos help us a lot i appreciate your efforts 🫡🫡🫡

sir can you tell us how to read speed,altitude,tilt and other thing in airplane it will be helpfull

Excellent presentation. Thanks.

Amazing explanation

Kind of makes me wonder how “squawk” got two entirely different meanings in aviation.

Mike, I know you are a ground instructor, but any chance you are a flight instructor? If not, you would be great at it. Thanks for all the content 👍🏼

Love you're videos! Thank you!

Thank You!!

Always excellent

Excellent presentation. Thanks. Keep them coming.

OUTSTANDING : o ......

Ooo, I know, I know, I know!

This is an outstanding video. Getting ready for my.CFII checkride and this is exactly how I want to teach everything!!! Concise, explained so cleanly and simply, with a nice dash of entertaining! Thank you for these videos!!!

You honestly have to be one of the most informative person on you tube and your presentation is excellent thanks for sharing your knowledge

I don’t have the answers, but my wife, she knows everything….

Also minor error: you said weather systems spin anti-clockwise in the northern hemisphere and clockwise in Europe, but presumably you meant the southern hemisphere.

Oh hey, my son is also named Alex. I remember that the Troposphere is the lowest layer of the atmosphere with all the weather because the sun is strongest in the tropics and weather comes from the sun. Anyways, sometimes it feels to me like learning to become a pilot is like getting a degree in meteorology with a minor in aviation.

great video.

Thanks for the video Mike. Looking forward to getting into all the charts!

Thank you for the video , helped me understand this concept.

I HATE NUMERICAL "PERSONAL MINIMUMS"! This is a thing called Gordon Graham's Risk Model. It goes as such: High Risk, High Frequency; High Risk, Low Frequency; Low Risk, High Frequency; Low Risk, Low Frequency. And discretionary time (how much time you have to make a decision). The worse being by a big margin; High Risk, Low Frequency. So if you have a "personal minimum" and train to that if you violate it for any reason you are now in a High Risk, Low Frequency category. This is by far the most dangerous area. So if you don't train to be able to take off and land to minimums you are taking a chance of being in the most dangerous area. A better model is am I ready to make this flight with all conservative scenarios possible. If you can't say yes then don't do it or risk being in a dangerous area. Weather is always changing and never stays at any number and being on any IFR flight tells you that the weather is already bad and could get worse. With that said we must dig deeper in what a person is doing when they take on a 0/0 take off. I will take a flight that I did at KSNA at night. It was 0/0. The fog was so bad that I had to edge my way out at intersections because the taxi lines ended. So what did I factor in? #1 I was flying my own plane that I knew very well. #2 I had a great deal of recent night flying experience. #3 I had a great deal of recent IMC experience. #4 I had a great deal of recent IFR training which included a lot of MS flight sim time, I had recently been flying to KSNA on 0/0 days and flying the ILS to minimums over and over since the airport is virtually shut down on such days. If you use the GG risk model what makes 0/0 more dangerous is that we don't do very many of them. We take off thousands of times and think nothing of it and yet we are seeing people thinking you are crazy to even think about doing 0/0 take off. People will fly over great expanses of tule fog and not think anything about it. Look at all the time you are exposing yourself to a engine out into a 0/0. Or over mountains where your likelihood of survival is low. Or at night with large expanses of dark areas. If you say you will NEVER do any of these things then good for you. However, if you own your own plane and want to use it for travel with passengers it is very likely you will find yourself in one of these scenarios. Find yourself trying to get home when you have been delayed and it will be dark at your destination. Cancel and get rooms for all your friends. Call you and your passengers work letting them know that you won't be making it to work tomorrow? BRAVO! However, if it ends with, "I think it should be O.K." Then you have just entered the HR/LF category and you probably didn't even know it. So what did I do to keep the risk of a night 0/0 manageable? #1 My skills were at a peak for the flight I was about to take. #2 I preplanned in earnest. I would follow the stripe and rotate late so I would have positive climb away from the runway and go directly to instruments. I knew that if I had a engine out just after take off that I would go straight to the street lights. Mac Arthur runs parallel to the runway I would keep flying the airplane until it was completely stopped. If there was any other anomaly I would fly directly to Fullerton that is inland and completely clear. #3 my plane was in top mechanical condition. To me, I keep my airplane in top condition as if every flight is like this. It doesn't rule out the possibility of a mechanical failure but a large number of incidents could have been prevented because of maintenance. So everyone has the right not to do a 0/0 takeoff. That is unless you are a haul dog. Probably on your second refusal you will find that the company won't be needing your services anymore. These guys are doing these take offs all the time and they are not crashing all the time. So what makes these take offs extremely High Risk is the Low Frequency that they are done by average pilots.

The issue with 00 takeoffs is if you have an engine failure during the climb. At least during descents you know your engine has been working well hopefully😂

I'm sorry, if the radials are 1nm apart when 60nm from the station. Then how there are 10nm between the 115 and 120 radial when 60nm away from the VOR?? @19:18

Ummm. Damn. I am gob smacked you are talking about 0-0 take offs. There are minimum conditions for a reason. Takeoff and landing are very different considerations. 0-0 landings are AUTOLAND ONLY. That is the auto flight system conducts the landing. Many hours of training as well as system integrity is checked before conducting a 0-0 landing. To be honest I think it's very poor you make a video talking about 0-0 take offs, especially in a light aircraft. No wonder the accident rate is so high.

Am I blind or is part 11 with approaches not released yet?

I give this video a rewatch before every lesson where we are flying the pattern. So like, a lot. 😅

Thank you for this tutorial with your in-depth and crystal-clear explanations ! it's really worth watching Guy !