1 00:00:11,580 --> 00:00:14,580 TINA SRISVASTAVA: OK, so when we were talking about radar, 2 00:00:14,580 --> 00:00:18,870 we had a great reminder about how the origins of that 3 00:00:18,870 --> 00:00:20,280 came right here at MIT. 4 00:00:20,280 --> 00:00:21,840 And in fact, physically right here, 5 00:00:21,840 --> 00:00:24,240 where the Stata building is located. 6 00:00:24,240 --> 00:00:26,880 Well, when we're talking about instrument flying, 7 00:00:26,880 --> 00:00:31,080 there is also a very strong connection here to MIT. 8 00:00:31,080 --> 00:00:34,170 So does anyone know the story of Jimmy Dolittle 9 00:00:34,170 --> 00:00:36,360 and his first blind flight? 10 00:00:36,360 --> 00:00:38,704 Yes, do you want to share? 11 00:00:38,704 --> 00:00:41,120 AUDIENCE: [INAUDIBLE] 12 00:00:41,120 --> 00:00:42,620 TINA SRISVASTAVA: Yes, you're right. 13 00:00:42,620 --> 00:00:43,805 He has a lot of good stories. 14 00:00:43,805 --> 00:00:45,055 AUDIENCE: Takeoff and landing [? just on ?] 15 00:00:45,055 --> 00:00:45,847 flight instruments. 16 00:00:45,847 --> 00:00:47,388 TINA SRISVASTAVA: Takeoff and landing 17 00:00:47,388 --> 00:00:48,950 just on flight instruments, yes. 18 00:00:48,950 --> 00:00:51,314 Good, that's exactly right. 19 00:00:51,314 --> 00:00:53,210 AUDIENCE: He also got a doctorate here. 20 00:00:53,210 --> 00:00:54,830 TINA SRISVASTAVA: He also got his doctorate here, 21 00:00:54,830 --> 00:00:55,372 that's right. 22 00:00:55,372 --> 00:00:58,530 You have a good understanding of him. 23 00:00:58,530 --> 00:00:59,919 AUDIENCE: [INAUDIBLE] 24 00:01:01,610 --> 00:01:03,110 TINA SRISVASTAVA: So Jimmy Dolittle, 25 00:01:03,110 --> 00:01:07,170 before he came to MIT, was flying in the military. 26 00:01:07,170 --> 00:01:09,230 And he was doing a lot of things. 27 00:01:09,230 --> 00:01:12,470 He's known for flying across the country in a very short period 28 00:01:12,470 --> 00:01:15,890 of time and encountering a lot of storms and weather. 29 00:01:15,890 --> 00:01:19,580 And being one of the first people to really rely 30 00:01:19,580 --> 00:01:22,280 on the instruments inside your planes-- 31 00:01:22,280 --> 00:01:24,050 all your flight controls-- 32 00:01:24,050 --> 00:01:26,720 when you're not able to look outside the airplane. 33 00:01:26,720 --> 00:01:30,350 And just as you said, he studied here 34 00:01:30,350 --> 00:01:32,450 and got his graduate degree here. 35 00:01:32,450 --> 00:01:35,150 But even after that, he continued 36 00:01:35,150 --> 00:01:38,480 to study how a pilot could fly when 37 00:01:38,480 --> 00:01:41,690 the visibility outside the airplane was very difficult-- 38 00:01:41,690 --> 00:01:46,220 and really pioneered the concept that in a very foggy weather 39 00:01:46,220 --> 00:01:48,710 condition, for example, you can still successfully 40 00:01:48,710 --> 00:01:52,080 fly an airplane by relying on the flight instruments. 41 00:01:52,080 --> 00:01:55,790 And in particular, one of the most significant flight 42 00:01:55,790 --> 00:01:58,910 instruments is what's called an artificial horizon. 43 00:01:58,910 --> 00:02:02,090 So Philip already introduced that flight instrument. 44 00:02:02,090 --> 00:02:03,300 We'll talk about it. 45 00:02:03,300 --> 00:02:06,020 And when we've discussed the six-pack, where 46 00:02:06,020 --> 00:02:09,169 you have these six circle flight instruments, 47 00:02:09,169 --> 00:02:11,180 it's the one in the middle on the top. 48 00:02:11,180 --> 00:02:12,770 And we'll look in that in particular. 49 00:02:12,770 --> 00:02:16,130 So that artificial horizon with a little airplane on it 50 00:02:16,130 --> 00:02:20,810 is basically supposed to replace looking outside your windshield 51 00:02:20,810 --> 00:02:22,910 and seeing the real horizon. 52 00:02:22,910 --> 00:02:26,240 And so it's a good thing to rely on. 53 00:02:26,240 --> 00:02:29,960 One of the most important instruments when you're flying. 54 00:02:29,960 --> 00:02:32,390 So basically, instrument flying is 55 00:02:32,390 --> 00:02:35,720 how you can rely on the technologies 56 00:02:35,720 --> 00:02:39,560 inside your airplane to avoid hitting things 57 00:02:39,560 --> 00:02:44,100 and to land without being able to see outside your airplane. 58 00:02:44,100 --> 00:02:48,420 And IFR stands for Instrument Flight Rules. 59 00:02:48,420 --> 00:02:52,770 And so that means that you have to follow a set of rules 60 00:02:52,770 --> 00:02:54,780 when there are clouds outside. 61 00:02:54,780 --> 00:02:57,360 Now, because pilots really need to make 62 00:02:57,360 --> 00:02:59,550 sure to practice and stay current, 63 00:02:59,550 --> 00:03:02,460 we have a situation where most of the time that people 64 00:03:02,460 --> 00:03:05,040 are practicing that instrument flights 65 00:03:05,040 --> 00:03:07,170 might be a condition where actually it is quite 66 00:03:07,170 --> 00:03:10,350 sunny and beautiful outside. 67 00:03:10,350 --> 00:03:11,640 But they're just practicing. 68 00:03:11,640 --> 00:03:13,260 So the way that we distinguish it 69 00:03:13,260 --> 00:03:17,580 is when it's actually very foggy, very cloudy, 70 00:03:17,580 --> 00:03:19,380 you can't see outside-- 71 00:03:19,380 --> 00:03:24,120 that is described by IMC, or Instrument Meteorological 72 00:03:24,120 --> 00:03:24,810 Conditions-- 73 00:03:24,810 --> 00:03:26,230 IMC conditions. 74 00:03:26,230 --> 00:03:29,070 So that's when you actually have the condition where 75 00:03:29,070 --> 00:03:30,930 you can't see outside the airplane 76 00:03:30,930 --> 00:03:34,880 and then you follow your IFR, your Instrument Flight Rules. 77 00:03:34,880 --> 00:03:37,020 And so the goal of this whole process 78 00:03:37,020 --> 00:03:39,060 is to be able to fly safely, even when 79 00:03:39,060 --> 00:03:41,800 you can't see out the window. 80 00:03:41,800 --> 00:03:45,040 So why would you want to be flying when you 81 00:03:45,040 --> 00:03:47,270 can't see outside the window? 82 00:03:47,270 --> 00:03:49,810 There are a lot of reasons for that. 83 00:03:49,810 --> 00:03:52,240 I've been spending a lot of time in California. 84 00:03:52,240 --> 00:03:54,550 And here's a familiar sight in California. 85 00:03:54,550 --> 00:03:58,330 If you see a lot of clouds, a lot of fog-- 86 00:03:58,330 --> 00:04:00,430 fog is a daily occurrence, depending 87 00:04:00,430 --> 00:04:03,520 on where you are, especially in the San Francisco Bay Area. 88 00:04:03,520 --> 00:04:06,910 And so a VFR pilot won't be able to really 89 00:04:06,910 --> 00:04:10,282 fly in those conditions at all. 90 00:04:10,282 --> 00:04:12,260 PHILIP GREENSPUN: It's important to remember, 91 00:04:12,260 --> 00:04:13,810 it's beautiful right above the fog. 92 00:04:13,810 --> 00:04:17,290 So you could be flying in the clouds for a minute 93 00:04:17,290 --> 00:04:21,700 and then you proceed to your destination in the desert 94 00:04:21,700 --> 00:04:22,492 or wherever it is. 95 00:04:22,492 --> 00:04:23,700 TINA SRISVASTAVA: Absolutely. 96 00:04:23,700 --> 00:04:26,590 So Philip was just talking about a condition just shown 97 00:04:26,590 --> 00:04:28,450 in this picture here, where it might 98 00:04:28,450 --> 00:04:31,300 be the case that there's a thin layer of clouds 99 00:04:31,300 --> 00:04:33,250 or fog at a low altitude. 100 00:04:33,250 --> 00:04:35,590 But if you were to go through that, above it, 101 00:04:35,590 --> 00:04:38,860 it's really beautiful up above the clouds. 102 00:04:38,860 --> 00:04:41,410 And sometimes this is called VFR On Top. 103 00:04:41,410 --> 00:04:44,700 So you have Visual Flight Rules up on top of the clouds. 104 00:04:44,700 --> 00:04:46,690 It's not that you're flying in the clouds, 105 00:04:46,690 --> 00:04:49,670 but you have a cloud cover below you. 106 00:04:49,670 --> 00:04:52,600 And so if you have your instrument flight rating, 107 00:04:52,600 --> 00:04:55,030 then you can fly right through that thin layer 108 00:04:55,030 --> 00:05:01,080 of clouds or fog and be flying in a beautiful day above that. 109 00:05:01,080 --> 00:05:04,080 I'd also like to point out that instrument flying makes 110 00:05:04,080 --> 00:05:05,580 you a better pilot. 111 00:05:05,580 --> 00:05:08,280 So I know this personally-- if you remember from yesterday, 112 00:05:08,280 --> 00:05:11,010 I talked about how after my private, 113 00:05:11,010 --> 00:05:13,080 basically one of the first things I did 114 00:05:13,080 --> 00:05:16,050 was start on my instrument flight rating. 115 00:05:16,050 --> 00:05:18,840 And you actually start with just learning 116 00:05:18,840 --> 00:05:20,910 how to be a better pilot. 117 00:05:20,910 --> 00:05:25,140 You start sticking to your altitude a little better. 118 00:05:25,140 --> 00:05:27,657 When you're a VFR pilot, a lot of times 119 00:05:27,657 --> 00:05:29,490 when we talked about the different airspace, 120 00:05:29,490 --> 00:05:32,160 there isn't a very strict restriction on what altitude 121 00:05:32,160 --> 00:05:32,910 you need to be at. 122 00:05:32,910 --> 00:05:34,560 You're not really filing a flight plan. 123 00:05:34,560 --> 00:05:36,210 You could be changing your heading 124 00:05:36,210 --> 00:05:39,250 and wandering over one way and wandering over another way. 125 00:05:39,250 --> 00:05:41,760 But when you start training for your instrument, 126 00:05:41,760 --> 00:05:44,730 you start learning more precisely what it takes 127 00:05:44,730 --> 00:05:47,910 to trim your aircraft's configuration correctly, 128 00:05:47,910 --> 00:05:53,700 how to stay at 3,000 feet, 1-8-0 heading, whatever it is-- 129 00:05:53,700 --> 00:05:55,830 and actually maintain that while you're 130 00:05:55,830 --> 00:05:58,500 doing a number of other operations in your plane. 131 00:05:58,500 --> 00:06:00,600 And not getting distracted in such a way 132 00:06:00,600 --> 00:06:03,960 that causes you to change your heading or your altitude. 133 00:06:03,960 --> 00:06:06,670 So that just makes you a better pilot altogether, 134 00:06:06,670 --> 00:06:11,350 even in visual flight conditions. 135 00:06:11,350 --> 00:06:14,460 The reason, of course, that you have to learn how to fly more 136 00:06:14,460 --> 00:06:18,600 precisely is because when you are in an actual IMC 137 00:06:18,600 --> 00:06:20,940 condition with clouds and you can't 138 00:06:20,940 --> 00:06:22,530 see outside your airplane, you're 139 00:06:22,530 --> 00:06:24,630 relying on the air traffic controllers 140 00:06:24,630 --> 00:06:26,610 to sequence the airplanes and make sure they 141 00:06:26,610 --> 00:06:28,060 don't come near each other. 142 00:06:28,060 --> 00:06:30,120 And so the air traffic controller 143 00:06:30,120 --> 00:06:32,460 is going to want to know that if they 144 00:06:32,460 --> 00:06:35,670 tell you to stay on a particular vector-- so an altitude 145 00:06:35,670 --> 00:06:37,295 heading. 146 00:06:37,295 --> 00:06:39,420 And they want to make sure you actually stay there, 147 00:06:39,420 --> 00:06:41,128 because if you start drifting off-course, 148 00:06:41,128 --> 00:06:43,470 you could drift into the course of another airplane 149 00:06:43,470 --> 00:06:48,000 that they have flying in a different direction. 150 00:06:48,000 --> 00:06:49,790 So you actually are required to do 151 00:06:49,790 --> 00:06:52,070 some amount of instrument training, 152 00:06:52,070 --> 00:06:53,930 even for your private pilot-- 153 00:06:53,930 --> 00:06:55,590 about three hours. 154 00:06:55,590 --> 00:06:58,790 So that means that you have to go flying 155 00:06:58,790 --> 00:07:02,720 and rely purely on the instruments in order to fly. 156 00:07:02,720 --> 00:07:04,640 So it would be great if there is a day that 157 00:07:04,640 --> 00:07:08,300 has fog without an adverse weather situation 158 00:07:08,300 --> 00:07:12,140 so you could actually fly in true IMC conditions, 159 00:07:12,140 --> 00:07:15,320 where your instructor is really taking control there 160 00:07:15,320 --> 00:07:17,510 but allowing you to experience it. 161 00:07:17,510 --> 00:07:21,500 But if that doesn't happen, you can use a view-limiting device, 162 00:07:21,500 --> 00:07:23,010 such as foggles. 163 00:07:23,010 --> 00:07:25,070 So these are basically glasses you put on 164 00:07:25,070 --> 00:07:28,580 that fog out where you would see outside the window and only 165 00:07:28,580 --> 00:07:31,100 are visible looking at your controls. 166 00:07:31,100 --> 00:07:34,340 Or a hood that basically blocks your view of everything 167 00:07:34,340 --> 00:07:37,420 except the instruments. 168 00:07:37,420 --> 00:07:40,410 So we've already talked about radar and ATC 169 00:07:40,410 --> 00:07:42,450 and working with those air traffic controllers. 170 00:07:42,450 --> 00:07:44,070 So those air traffic controllers are 171 00:07:44,070 --> 00:07:47,170 responsible for the separation of the airplanes. 172 00:07:47,170 --> 00:07:49,950 And they will assign specific altitudes, headings, 173 00:07:49,950 --> 00:07:52,200 and different routes and clearances. 174 00:07:52,200 --> 00:07:54,600 Navaids is short for navigational aids, 175 00:07:54,600 --> 00:07:57,300 like radio and GPS. 176 00:07:57,300 --> 00:08:01,110 And then we've already discussed just now about a transponder. 177 00:08:01,110 --> 00:08:04,260 So that xpdr just stands for transponder. 178 00:08:04,260 --> 00:08:07,710 And that's just basically saying that if the radar itself 179 00:08:07,710 --> 00:08:10,980 is unable to provide the accurate altitude of the plane, 180 00:08:10,980 --> 00:08:16,120 you can add on the transponder to help with the radar return. 181 00:08:16,120 --> 00:08:18,280 We've also discussed briefly the ADS-B-- 182 00:08:18,280 --> 00:08:20,530 and we will get into, when we talk about weather data, 183 00:08:20,530 --> 00:08:22,780 how you can build your own device to receive 184 00:08:22,780 --> 00:08:25,790 that ADS-B data. 185 00:08:25,790 --> 00:08:28,720 So let's talk about the different phases of an IFR 186 00:08:28,720 --> 00:08:29,350 flight. 187 00:08:29,350 --> 00:08:31,150 So there's a little bit more you need to do 188 00:08:31,150 --> 00:08:35,530 in the flight planning stage. 189 00:08:35,530 --> 00:08:37,809 You also do need to file a flight plan, 190 00:08:37,809 --> 00:08:40,892 which we discussed isn't required for your VFR flights. 191 00:08:40,892 --> 00:08:42,309 And then some more things you need 192 00:08:42,309 --> 00:08:45,910 to do once you depart, when you're en route, 193 00:08:45,910 --> 00:08:48,040 and then your approach to landing. 194 00:08:48,040 --> 00:08:50,350 So what Philip helped me pass out 195 00:08:50,350 --> 00:08:52,780 are what's called approach plates. 196 00:08:52,780 --> 00:08:53,860 So you'll hear that-- 197 00:08:53,860 --> 00:08:56,980 so it's different information that talks about-- 198 00:08:56,980 --> 00:08:59,980 when you're landing, they're different specific procedures. 199 00:08:59,980 --> 00:09:02,140 Because, again, you can't see outside the airplane, 200 00:09:02,140 --> 00:09:05,685 so they will create a path that you fly on that 201 00:09:05,685 --> 00:09:09,130 are specifically designed to avoid terrain and allow 202 00:09:09,130 --> 00:09:11,860 you to come in and land at the airport safely. 203 00:09:18,845 --> 00:09:20,970 Although I passed out the physical piece of paper-- 204 00:09:20,970 --> 00:09:23,550 and a lot of people have physical pieces of paper 205 00:09:23,550 --> 00:09:24,930 for those approach plates-- 206 00:09:24,930 --> 00:09:28,710 I've also pulled up an airport. 207 00:09:28,710 --> 00:09:31,620 I used Bedford, my local airport. 208 00:09:31,620 --> 00:09:33,900 And you can go down on ForeFlight 209 00:09:33,900 --> 00:09:37,148 to approach and see all the different approach procedures. 210 00:09:37,148 --> 00:09:38,190 So I'll pass this around. 211 00:09:38,190 --> 00:09:42,060 And basically you can click on different approach procedures. 212 00:09:48,742 --> 00:09:51,200 PHILIP GREENSPUN: Let me also add that all these plates are 213 00:09:51,200 --> 00:09:52,460 available free online. 214 00:09:52,460 --> 00:09:56,390 If you go to any source, like SkyVector or AirNav.com, 215 00:09:56,390 --> 00:09:58,970 you can go to the airport and see a list of the procedures 216 00:09:58,970 --> 00:10:01,992 and just grab the PDF on your device. 217 00:10:01,992 --> 00:10:03,200 TINA SRISVASTAVA: Absolutely. 218 00:10:03,200 --> 00:10:04,280 They're all free online. 219 00:10:04,280 --> 00:10:06,530 And you want to make sure you have the updated ones, 220 00:10:06,530 --> 00:10:08,435 because sometimes they do change. 221 00:10:08,435 --> 00:10:09,920 PHILIP GREENSPUN: Yeah, I meant just here for the lecture. 222 00:10:09,920 --> 00:10:12,337 If you just want to have it in front of you on your phone. 223 00:10:12,337 --> 00:10:15,600 TINA SRISVASTAVA: Yeah, absolutely. 224 00:10:15,600 --> 00:10:18,210 Pre-flight planning is just really important. 225 00:10:18,210 --> 00:10:20,760 As much as we just talked about meteorology and different 226 00:10:20,760 --> 00:10:22,920 adverse weather conditions-- so just 227 00:10:22,920 --> 00:10:25,980 because you have the ability to fly in the clouds doesn't mean 228 00:10:25,980 --> 00:10:27,360 it's a good idea. 229 00:10:27,360 --> 00:10:29,850 If there is anything like thunderstorms, 230 00:10:29,850 --> 00:10:32,580 icing conditions, something that could impair your ability 231 00:10:32,580 --> 00:10:36,190 to fly safely, then it doesn't mean you should go flying. 232 00:10:36,190 --> 00:10:38,130 And it's really important to understand 233 00:10:38,130 --> 00:10:42,600 where all the adverse conditions are and look at all that data. 234 00:10:42,600 --> 00:10:44,820 So when you're doing your pre-flight planning, 235 00:10:44,820 --> 00:10:46,530 there's certain information about when 236 00:10:46,530 --> 00:10:47,850 you need to have an alternate. 237 00:10:47,850 --> 00:10:49,680 So the time and hour before-- 238 00:10:49,680 --> 00:10:52,810 an hour after your estimated time of arrival. 239 00:10:52,810 --> 00:10:54,930 Your ceiling-- so what's a ceiling again? 240 00:10:54,930 --> 00:10:57,400 That's when you have cloud cover-- 241 00:10:57,400 --> 00:11:00,185 so either broken or overcast clouds. 242 00:11:00,185 --> 00:11:01,560 So they're saying if that ceiling 243 00:11:01,560 --> 00:11:03,300 is less than 2,000 feet. 244 00:11:03,300 --> 00:11:06,360 And then your visibility-- so how far out you can see-- 245 00:11:06,360 --> 00:11:07,950 three miles. 246 00:11:07,950 --> 00:11:11,430 And one of the biggest rules of thumb to keep in mind 247 00:11:11,430 --> 00:11:14,530 is that when you're doing this planning, 248 00:11:14,530 --> 00:11:18,523 you don't want a situation where you take off from an airport 249 00:11:18,523 --> 00:11:20,190 and you plan it such that the weather is 250 00:11:20,190 --> 00:11:23,040 going to get so bad that you can't return to that airport. 251 00:11:23,040 --> 00:11:25,740 So a good, safe rule of thumb is make sure 252 00:11:25,740 --> 00:11:28,560 that you can get back to the airport you're taking off from, 253 00:11:28,560 --> 00:11:31,200 in case there's any issue with your airplane or travel. 254 00:11:31,200 --> 00:11:32,880 You want to be able to safely get back 255 00:11:32,880 --> 00:11:34,410 from where you took off from. 256 00:11:34,410 --> 00:11:39,895 And even though with your IFR rating, 257 00:11:39,895 --> 00:11:41,270 you can fly through clouds, there 258 00:11:41,270 --> 00:11:44,850 are still specific visibility requirements 259 00:11:44,850 --> 00:11:46,970 for every single approach and airport 260 00:11:46,970 --> 00:11:47,970 that you're coming into. 261 00:11:47,970 --> 00:11:51,240 It can't be a completely dense fog all the way to the ground. 262 00:11:51,240 --> 00:11:55,410 There is a altitude where even the big, major commercial 263 00:11:55,410 --> 00:11:59,428 jets have to be able to identify certain runway indicators 264 00:11:59,428 --> 00:12:00,720 before they're allowed to land. 265 00:12:00,720 --> 00:12:02,310 And if they're not able to, they have 266 00:12:02,310 --> 00:12:04,770 to go around or find an alternate airport. 267 00:12:04,770 --> 00:12:06,750 And all that specific information 268 00:12:06,750 --> 00:12:10,680 is on those approach plates that we'll talk about in a moment. 269 00:12:10,680 --> 00:12:14,780 So you can actually file a flight plan directly 270 00:12:14,780 --> 00:12:19,398 on the computer or with an app, such as ForeFlight. 271 00:12:19,398 --> 00:12:21,190 This is what I was discussing a moment ago. 272 00:12:21,190 --> 00:12:23,010 This is your six-pack, again-- 273 00:12:23,010 --> 00:12:24,080 your flight controls. 274 00:12:24,080 --> 00:12:25,830 And the one right in the center at the top 275 00:12:25,830 --> 00:12:28,170 is that artificial horizon. 276 00:12:28,170 --> 00:12:30,690 And just as Jimmy Dolittle did-- 277 00:12:30,690 --> 00:12:33,570 found that as a very important reference point. 278 00:12:33,570 --> 00:12:35,070 That's really what you want to spend 279 00:12:35,070 --> 00:12:36,750 most of your time looking at when 280 00:12:36,750 --> 00:12:38,010 you're flying the instrument. 281 00:12:38,010 --> 00:12:39,892 Just like when you're flying VFR, 282 00:12:39,892 --> 00:12:41,850 you want to spend most of your time looking out 283 00:12:41,850 --> 00:12:44,910 the window at the actual horizon and what's out there. 284 00:12:44,910 --> 00:12:48,570 You want to look at this to make sure you haven't started 285 00:12:48,570 --> 00:12:50,340 turning and not realized it. 286 00:12:50,340 --> 00:12:53,322 So we're going to get into human factors this afternoon. 287 00:12:53,322 --> 00:12:55,530 But just like we talked about when we were discussing 288 00:12:55,530 --> 00:12:58,410 aerodynamics, your body can't really 289 00:12:58,410 --> 00:13:01,710 feel the difference between gravity and acceleration. 290 00:13:01,710 --> 00:13:06,570 And so if you start a turn but then you basically 291 00:13:06,570 --> 00:13:10,890 have even doubt in your flying level, 292 00:13:10,890 --> 00:13:12,840 your body will not notice that you're tilted. 293 00:13:12,840 --> 00:13:14,970 And so that's why it's really important 294 00:13:14,970 --> 00:13:17,670 to keep an eye on this artificial horizon 295 00:13:17,670 --> 00:13:19,530 and make sure you're in fact flying straight 296 00:13:19,530 --> 00:13:20,905 and level when you think you are. 297 00:13:23,400 --> 00:13:27,590 So we're going to talk about a lot of different safety 298 00:13:27,590 --> 00:13:30,050 considerations. 299 00:13:30,050 --> 00:13:32,450 We talk a lot about minimums with regard 300 00:13:32,450 --> 00:13:35,000 to what are the FAA regulations or your flight 301 00:13:35,000 --> 00:13:36,973 school might impose-- 302 00:13:36,973 --> 00:13:39,140 the place you're renting your aircraft might impose. 303 00:13:39,140 --> 00:13:41,330 Certain minimums-- that they don't 304 00:13:41,330 --> 00:13:44,480 want you to take the plane unless the ceiling is 305 00:13:44,480 --> 00:13:46,860 above 2,000 feet, for example. 306 00:13:46,860 --> 00:13:49,520 But there is also this concept of personal minimums. 307 00:13:49,520 --> 00:13:51,980 And Philip and I will spend a chunk of time 308 00:13:51,980 --> 00:13:54,770 at the end of the course talking about our personal minimums 309 00:13:54,770 --> 00:13:56,840 and sharing them with you, that you 310 00:13:56,840 --> 00:14:00,710 might want to set your own restrictions-- that, hey, 311 00:14:00,710 --> 00:14:03,600 if certain things are occurring and you don't feel comfortable, 312 00:14:03,600 --> 00:14:05,017 you don't think it's safe, you set 313 00:14:05,017 --> 00:14:06,620 those restrictions to yourself. 314 00:14:06,620 --> 00:14:09,710 So that way, on a particular day that you're planning to fly, 315 00:14:09,710 --> 00:14:12,530 you don't get the get-there-itis, where you just 316 00:14:12,530 --> 00:14:15,050 really want to go and you decide you're 317 00:14:15,050 --> 00:14:16,370 going to do whatever it takes. 318 00:14:16,370 --> 00:14:19,500 You can refer to your personal minimums and say, hey, 319 00:14:19,500 --> 00:14:22,470 I have previously decided that this wasn't a good idea. 320 00:14:22,470 --> 00:14:26,720 So let's stick to my judgment at that time and not fly. 321 00:14:26,720 --> 00:14:30,110 We're also going to discuss how, even though the FAA might 322 00:14:30,110 --> 00:14:33,140 require only a single pilot in command, 323 00:14:33,140 --> 00:14:36,080 you can actually have a different person sitting next 324 00:14:36,080 --> 00:14:38,780 to you, whether they're a pilot, whether they're just a friend, 325 00:14:38,780 --> 00:14:41,780 you can put that person to work to help you out 326 00:14:41,780 --> 00:14:44,540 in managing your cockpit and helping with some 327 00:14:44,540 --> 00:14:45,950 of the navigation, for example. 328 00:14:48,490 --> 00:14:50,690 So let's talk a little bit about the approach plate. 329 00:14:50,690 --> 00:14:52,860 So does everybody have an approach plate, 330 00:14:52,860 --> 00:14:55,560 either on their computer or a physical piece of paper? 331 00:14:55,560 --> 00:14:58,810 Is anyone missing one? 332 00:14:58,810 --> 00:15:01,480 OK, so there's a lot of information 333 00:15:01,480 --> 00:15:03,070 on an approach plate. 334 00:15:03,070 --> 00:15:06,220 And you don't need to know any of this for your private pilot. 335 00:15:06,220 --> 00:15:08,050 But just so you get oriented, I'm 336 00:15:08,050 --> 00:15:10,270 just going to give you a high level of what kind 337 00:15:10,270 --> 00:15:13,120 of information is on this approach plate 338 00:15:13,120 --> 00:15:14,590 and what we're talking about. 339 00:15:14,590 --> 00:15:17,530 So again, this is a situation where 340 00:15:17,530 --> 00:15:20,760 there could be cloud cover or you're flying in fog 341 00:15:20,760 --> 00:15:22,510 and so you can't see outside your airplane 342 00:15:22,510 --> 00:15:24,340 or you can't see the airport, but you 343 00:15:24,340 --> 00:15:26,720 have to safely arrive at the airport. 344 00:15:26,720 --> 00:15:30,160 So the approach plate provides a flight path for you 345 00:15:30,160 --> 00:15:34,360 to fly on to safely enter the airport's vicinity, 346 00:15:34,360 --> 00:15:36,940 enter the final approach, and then to a point where 347 00:15:36,940 --> 00:15:39,550 you can visually identify certain runway markings 348 00:15:39,550 --> 00:15:41,470 and land safely. 349 00:15:41,470 --> 00:15:44,320 So the very top of the approach plate 350 00:15:44,320 --> 00:15:46,660 tells you a lot of information. 351 00:15:46,660 --> 00:15:51,070 So the top right corner, where it says RNAV GPS-- 352 00:15:51,070 --> 00:15:54,130 that's identifying the type of approach that it is. 353 00:15:54,130 --> 00:15:55,930 So usually, it'll tell you whether it's 354 00:15:55,930 --> 00:15:59,240 a precision approach or a non-precision approach. 355 00:15:59,240 --> 00:16:02,890 So there are different types of instruments on your plane. 356 00:16:02,890 --> 00:16:05,580 You'll see, as that iPad's being passed around, 357 00:16:05,580 --> 00:16:07,580 with the different ones you can click on-- there 358 00:16:07,580 --> 00:16:10,630 are certain instruments in your plane 359 00:16:10,630 --> 00:16:14,020 and at the airport that will tell you how you can land. 360 00:16:14,020 --> 00:16:15,880 So an ILS, for example-- 361 00:16:15,880 --> 00:16:17,620 an Instrument Landing System. 362 00:16:17,620 --> 00:16:21,160 If that is available, it can be a very precise way 363 00:16:21,160 --> 00:16:23,800 to land at an airport, whereas if you don't have exactly 364 00:16:23,800 --> 00:16:28,000 those things available, you might use a GPS or a VOR, 365 00:16:28,000 --> 00:16:31,037 which are different types of approaches you can fly. 366 00:16:31,037 --> 00:16:33,370 It'll also tell you the runway, which is very important. 367 00:16:33,370 --> 00:16:36,700 Runway 16-- so that's the runway you're trying to land at. 368 00:16:36,700 --> 00:16:38,690 And then just below it is the airport. 369 00:16:38,690 --> 00:16:41,020 So this one in particular is Port Smith, 370 00:16:41,020 --> 00:16:44,440 which is an airport that's basically-- 371 00:16:44,440 --> 00:16:47,680 if you drive to the coast from here. 372 00:16:47,680 --> 00:16:51,100 So it's at the border between Maine and New Hampshire, 373 00:16:51,100 --> 00:16:52,510 right along the coastline. 374 00:16:52,510 --> 00:16:55,870 And people refer to this airport as Pease. 375 00:16:55,870 --> 00:16:59,740 You also see a lot of very specific information-- a lot 376 00:16:59,740 --> 00:17:01,700 of numbers and things there. 377 00:17:01,700 --> 00:17:07,670 So we've discussed a few times the concept of ADAS. 378 00:17:07,670 --> 00:17:11,869 So you see that ADAS-- so that's the frequency you can dial into 379 00:17:11,869 --> 00:17:14,812 to get the weather information at that airport. 380 00:17:14,812 --> 00:17:16,520 And you'll need to get the latest weather 381 00:17:16,520 --> 00:17:21,119 information before you enter and start doing the procedure. 382 00:17:21,119 --> 00:17:23,630 You also see the air traffic controller here 383 00:17:23,630 --> 00:17:29,360 is Boston approach, who you'll be talking to on 125.05. 384 00:17:29,360 --> 00:17:32,780 You see the Pease tower, or Portsmouth tower-- 385 00:17:32,780 --> 00:17:34,580 128.4. 386 00:17:34,580 --> 00:17:37,610 And then after you land, here's the ground controller 387 00:17:37,610 --> 00:17:38,698 that you talk to. 388 00:17:38,698 --> 00:17:40,490 PHILIP GREENSPUN: Tina, do we have to worry 389 00:17:40,490 --> 00:17:41,450 about those other numbers? 390 00:17:41,450 --> 00:17:41,950 Like 269? 391 00:17:44,437 --> 00:17:46,020 TINA SRISVASTAVA: Let's make it simple 392 00:17:46,020 --> 00:17:47,560 and say, no, you don't have to worry 393 00:17:47,560 --> 00:17:48,825 about those other numbers. 394 00:17:48,825 --> 00:17:50,050 PHILIP GREENSPUN: OK, those are for the military. 395 00:17:50,050 --> 00:17:51,030 That's UHF. 396 00:17:51,030 --> 00:17:54,960 And you won't have that in your rental Piper. 397 00:17:54,960 --> 00:17:56,960 TINA SRISVASTAVA: Another really important thing 398 00:17:56,960 --> 00:17:59,750 to pay attention to is at the top right corner 399 00:17:59,750 --> 00:18:01,580 is a missed approach. 400 00:18:01,580 --> 00:18:06,110 So if you were not able to complete the landing-- 401 00:18:06,110 --> 00:18:09,050 maybe you had to go around or something didn't feel safe 402 00:18:09,050 --> 00:18:11,930 or you lost communications when you were coming in-- 403 00:18:11,930 --> 00:18:14,810 and you are not able to execute the landing, 404 00:18:14,810 --> 00:18:16,610 then you fly a missed approach. 405 00:18:16,610 --> 00:18:19,040 So it tells you what to do if you weren't able to land. 406 00:18:19,040 --> 00:18:23,030 So it says climb to 3,000-- so 3,000 feet-- 407 00:18:23,030 --> 00:18:27,740 direct-- and it says this TTATT is the name 408 00:18:27,740 --> 00:18:29,760 of a particular location. 409 00:18:29,760 --> 00:18:32,060 So, TTATT. 410 00:18:32,060 --> 00:18:36,620 And then it says, and on track 165 degrees-- 411 00:18:36,620 --> 00:18:37,940 so that's the heading-- 412 00:18:37,940 --> 00:18:41,510 to IDEED and hold. 413 00:18:41,510 --> 00:18:43,820 So it basically says that if you weren't able to land, 414 00:18:43,820 --> 00:18:48,140 then you're supposed to continue straight, climb to 3,000 feet, 415 00:18:48,140 --> 00:18:50,990 to this TTATT location. 416 00:18:50,990 --> 00:18:54,050 And then on the track 165 degrees, 417 00:18:54,050 --> 00:18:56,360 to continue on to IDEED and hold. 418 00:18:56,360 --> 00:18:58,883 So now the middle of the approach plate 419 00:18:58,883 --> 00:19:00,050 really tells you what to do. 420 00:19:00,050 --> 00:19:02,560 There a couple different points that are really interesting. 421 00:19:02,560 --> 00:19:08,024 So IAF-- does anyone know what IAF stands for? 422 00:19:08,024 --> 00:19:10,370 AUDIENCE: [INAUDIBLE] Approach Fix. 423 00:19:10,370 --> 00:19:12,080 TINA SRISVASTAVA: Initial Approach Fix. 424 00:19:12,080 --> 00:19:14,900 So these are places where you can enter this pattern. 425 00:19:14,900 --> 00:19:19,920 So IAF-- you can enter here at ITAWT. 426 00:19:19,920 --> 00:19:22,980 There are a couple others here as well. 427 00:19:22,980 --> 00:19:25,950 So what it's saying is if you entered here at ITAWT, 428 00:19:25,950 --> 00:19:29,130 you're flying at 3,000 feet on heading 429 00:19:29,130 --> 00:19:35,670 118 degrees to this holding pattern right here. 430 00:19:35,670 --> 00:19:38,280 And every time it has these weird letters 431 00:19:38,280 --> 00:19:40,440 is representing another point. 432 00:19:40,440 --> 00:19:43,950 And then you continue straight towards the airport, 433 00:19:43,950 --> 00:19:45,750 to this other spot. 434 00:19:45,750 --> 00:19:47,340 And then here is the actual airport-- 435 00:19:47,340 --> 00:19:51,083 it says runway 16, where you could land right here. 436 00:19:51,083 --> 00:19:52,500 And if you have a missed approach, 437 00:19:52,500 --> 00:19:56,820 remember it said to continue straight to TTATT 438 00:19:56,820 --> 00:20:01,050 and then to continue on to IDEED and you can do a hold over 439 00:20:01,050 --> 00:20:02,220 here. 440 00:20:02,220 --> 00:20:05,820 So aviators are not without a sense of humor. 441 00:20:05,820 --> 00:20:07,800 So let's just go through what that would be. 442 00:20:07,800 --> 00:20:11,370 What are the names of the points along the way? 443 00:20:11,370 --> 00:20:21,370 You start with ITAWT, ITAWA, PUDYE, TTATT-- 444 00:20:21,370 --> 00:20:21,870 IDEED. 445 00:20:25,770 --> 00:20:27,150 So I'm getting a lot of chuckles. 446 00:20:27,150 --> 00:20:30,150 In case you missed that, it's I thought I saw a putty-tat. 447 00:20:30,150 --> 00:20:32,280 I did, I did see a putty-tat. 448 00:20:32,280 --> 00:20:35,460 Anyway, good cartoon for you there. 449 00:20:35,460 --> 00:20:38,430 So that shows you a little bit of humor 450 00:20:38,430 --> 00:20:41,090 in this particular approach plate. 451 00:20:41,090 --> 00:20:43,820 The bottom of the approach plate shows the same thing, 452 00:20:43,820 --> 00:20:45,750 but a profile view. 453 00:20:45,750 --> 00:20:48,080 So this shows the altitudes as you're going. 454 00:20:48,080 --> 00:20:50,390 So you start at 3,000. 455 00:20:50,390 --> 00:20:54,800 This is your heading, you're going along into ITAWA. 456 00:20:54,800 --> 00:20:58,340 And then you go down, you're descending to PUDYE. 457 00:20:58,340 --> 00:21:01,190 And then all the way here, where you land. 458 00:21:01,190 --> 00:21:05,270 And if you have to execute a missed approach, 459 00:21:05,270 --> 00:21:08,090 then it pictorially describes that missed approach, which 460 00:21:08,090 --> 00:21:11,120 is you continue straight at 3,000 feet, 461 00:21:11,120 --> 00:21:19,500 climb to 3,000 to TTATT and then on heading 165 to IDEED. 462 00:21:19,500 --> 00:21:21,480 And then here on the left, of course, 463 00:21:21,480 --> 00:21:23,160 is a picture of that runway. 464 00:21:23,160 --> 00:21:25,470 And it tells you what the runway looks like, 465 00:21:25,470 --> 00:21:27,060 the taxiways around it, the length 466 00:21:27,060 --> 00:21:28,102 of the runway, et cetera. 467 00:21:28,102 --> 00:21:29,768 PHILIP GREENSPUN: What are the minimums? 468 00:21:29,768 --> 00:21:32,020 How low can you go before seeing the runway? 469 00:21:32,020 --> 00:21:35,490 TINA SRISVASTAVA: The minimums depend on the type of aircraft 470 00:21:35,490 --> 00:21:36,870 that you have. 471 00:21:36,870 --> 00:21:39,360 I was skipping over it because it's fairly complicated. 472 00:21:39,360 --> 00:21:42,630 But this whole thing down here basically 473 00:21:42,630 --> 00:21:47,280 indicates the minimums in terms of your visibility 474 00:21:47,280 --> 00:21:48,060 as you're landing. 475 00:21:48,060 --> 00:21:50,460 So where it says category, it's the different types 476 00:21:50,460 --> 00:21:52,470 of categories of aircraft. 477 00:21:52,470 --> 00:21:56,610 Circling means that if you were planning to land at one runway, 478 00:21:56,610 --> 00:21:59,190 but you circle to land at another runway. 479 00:21:59,190 --> 00:22:01,920 And then it has a lot of specifics depending 480 00:22:01,920 --> 00:22:03,905 on the actual type of aircraft. 481 00:22:03,905 --> 00:22:06,230 PHILIP GREENSPUN: What about in a CIRRUS? 482 00:22:06,230 --> 00:22:07,263 A modern CIRRUS? 483 00:22:07,263 --> 00:22:09,055 TINA SRISVASTAVA: You can go ahead, Philip. 484 00:22:09,055 --> 00:22:09,930 PHILIP GREENSPUN: OK. 485 00:22:09,930 --> 00:22:11,470 So that top one is LPV. 486 00:22:11,470 --> 00:22:14,810 That's essentially a precision approach using the GPS. 487 00:22:14,810 --> 00:22:18,670 So if you have a WAAS GPS, which is the modern kind, 488 00:22:18,670 --> 00:22:22,940 as of about 10 years ago, you can go down to 300 feet. 489 00:22:22,940 --> 00:22:25,300 So if you don't see some indication of the airport 490 00:22:25,300 --> 00:22:28,020 environment, the runway leaving lights or something, 491 00:22:28,020 --> 00:22:29,890 then you can't go below 300 feet. 492 00:22:29,890 --> 00:22:31,420 It is time to do a missed. 493 00:22:31,420 --> 00:22:36,985 And it also tells you you need 2,400 feet of visibility. 494 00:22:36,985 --> 00:22:38,860 TINA SRISVASTAVA: In this case, that 300 feet 495 00:22:38,860 --> 00:22:42,520 is regardless of the category, whether it's a, b, c, d, or e-- 496 00:22:42,520 --> 00:22:44,770 they all show that same amount. 497 00:22:44,770 --> 00:22:49,370 And when Philip is talking about depending on the type-- 498 00:22:49,370 --> 00:22:53,590 whether you're reading here the LPV, LNAV, et cetera, 499 00:22:53,590 --> 00:22:54,380 on the left. 500 00:22:54,380 --> 00:22:56,797 PHILIP GREENSPUN: Yeah, like the LNAV approach down there, 501 00:22:56,797 --> 00:23:00,367 towards the bottom, that would be for an older non-WAAS GPS. 502 00:23:00,367 --> 00:23:01,950 TINA SRISVASTAVA: So there's obviously 503 00:23:01,950 --> 00:23:03,960 a lot more information on this approach plate. 504 00:23:03,960 --> 00:23:06,168 But those are some of the key highlights so you don't 505 00:23:06,168 --> 00:23:07,560 get afraid when you see these. 506 00:23:07,560 --> 00:23:11,250 Any questions before we move past this topic? 507 00:23:11,250 --> 00:23:11,828 Yes. 508 00:23:11,828 --> 00:23:13,328 AUDIENCE: This is a stupid question, 509 00:23:13,328 --> 00:23:16,080 but I've actually looked at this approach plate before 510 00:23:16,080 --> 00:23:17,800 and I didn't get that joke. 511 00:23:17,800 --> 00:23:20,195 Is there somewhere you can look up why they named them 512 00:23:20,195 --> 00:23:20,778 what they are? 513 00:23:20,778 --> 00:23:21,657 Or who named them? 514 00:23:21,657 --> 00:23:23,740 TINA SRISVASTAVA: Oh yeah, that's a good question. 515 00:23:23,740 --> 00:23:26,205 So basically, if you missed the joke-- 516 00:23:26,205 --> 00:23:28,500 the I taught I taw a puddy-tat joke. 517 00:23:28,500 --> 00:23:30,000 Is there a place you can look it up? 518 00:23:30,000 --> 00:23:30,630 I'm not sure. 519 00:23:30,630 --> 00:23:32,160 But I know a couple of people that 520 00:23:32,160 --> 00:23:35,190 write different articles about aviation. 521 00:23:35,190 --> 00:23:37,920 It'd be a good exercise to see if we can Google and find 522 00:23:37,920 --> 00:23:41,642 a couple of those articles and share where they figure out 523 00:23:41,642 --> 00:23:43,350 how they name all these different points. 524 00:23:47,030 --> 00:23:48,830 OK, so if you want to learn-- 525 00:23:48,830 --> 00:23:49,890 yes, go ahead. 526 00:23:49,890 --> 00:23:51,492 AUDIENCE: What are the speeds? 527 00:23:51,492 --> 00:23:52,700 TINA SRISVASTAVA: The speeds. 528 00:23:52,700 --> 00:23:54,610 Yeah, absolutely-- so what speed do 529 00:23:54,610 --> 00:23:59,043 you have to be as you're flying these different approaches? 530 00:23:59,043 --> 00:24:00,085 Do you want to tackle it? 531 00:24:00,085 --> 00:24:01,160 PHILIP GREENSPUN: Yeah, I'll just talk about that. 532 00:24:01,160 --> 00:24:02,618 If you're in a really busy airport, 533 00:24:02,618 --> 00:24:06,160 they may tell you to keep your speed up so that you don't 534 00:24:06,160 --> 00:24:08,650 clog up the works for the jet. 535 00:24:08,650 --> 00:24:10,420 And also autopilots don't work that well 536 00:24:10,420 --> 00:24:12,220 if you're going really slowly. 537 00:24:12,220 --> 00:24:15,670 So it's probably conventional in something like a CIRRUS 538 00:24:15,670 --> 00:24:19,750 to be going around 120 knots before you 539 00:24:19,750 --> 00:24:21,430 get to the final approach fix. 540 00:24:21,430 --> 00:24:24,000 You're going to put in one notch of flaps just before. 541 00:24:24,000 --> 00:24:27,790 And 120 knots is the limitation on an older CIRRUS, for flaps. 542 00:24:27,790 --> 00:24:30,610 So you'll slow down to maybe 105 as you're 543 00:24:30,610 --> 00:24:32,982 going down the glide slope. 544 00:24:32,982 --> 00:24:35,860 And then once you break out of the clouds-- 545 00:24:35,860 --> 00:24:37,940 let's say at 500 feet above the runway-- 546 00:24:37,940 --> 00:24:40,480 although, the minimum there was 300 above sea level, which 547 00:24:40,480 --> 00:24:42,670 is 200 feet above the runway. 548 00:24:42,670 --> 00:24:44,170 You put in the full flaps and you'll 549 00:24:44,170 --> 00:24:48,780 slow down to your final approach speed of 75 or 80 knots. 550 00:24:48,780 --> 00:24:52,588 So those would be the typical speeds on a precision approach. 551 00:24:52,588 --> 00:24:54,880 TINA SRISVASTAVA: And if you're practicing, you're new, 552 00:24:54,880 --> 00:24:57,310 it's OK to go a little slower. 553 00:24:57,310 --> 00:25:00,390 They'll tell you if there are other people behind you. 554 00:25:00,390 --> 00:25:01,930 Holds are a good time-- 555 00:25:01,930 --> 00:25:04,460 the whole point is to basically take time and slow down. 556 00:25:04,460 --> 00:25:06,580 They're trying to get you to wait for some reason. 557 00:25:06,580 --> 00:25:08,252 So you might want to go 90 knots. 558 00:25:08,252 --> 00:25:10,210 The reason you don't want to go much below that 559 00:25:10,210 --> 00:25:13,000 is, of course, you are doing so many things in the airplane 560 00:25:13,000 --> 00:25:15,003 to get prepared for the approach, 561 00:25:15,003 --> 00:25:17,170 you don't want to get down into very slow air speeds 562 00:25:17,170 --> 00:25:18,427 where you could stall as well. 563 00:25:18,427 --> 00:25:19,510 That could be a big issue. 564 00:25:23,360 --> 00:25:25,220 So now just talking about how you go on 565 00:25:25,220 --> 00:25:27,320 to get your instrument flight rating. 566 00:25:27,320 --> 00:25:29,690 There's some good resources here to point out. 567 00:25:29,690 --> 00:25:31,580 And this talks a little bit about the time-- 568 00:25:31,580 --> 00:25:35,180 that XC just stands for Cross-Country Time. 569 00:25:35,180 --> 00:25:38,810 Then you actually need time and in actual IMC conditions 570 00:25:38,810 --> 00:25:40,110 or in simulated. 571 00:25:40,110 --> 00:25:42,200 So that's where you're wearing your goggles 572 00:25:42,200 --> 00:25:45,250 or your foggles or your hood. 573 00:25:45,250 --> 00:25:50,410 And again, you can actually do a little bit of simulated flight 574 00:25:50,410 --> 00:25:51,410 training as well. 575 00:25:51,410 --> 00:25:53,410 So some places have a red bird simulator 576 00:25:53,410 --> 00:25:55,420 or other types of simulator where you can 577 00:25:55,420 --> 00:25:57,460 do some simulated flight time. 578 00:25:57,460 --> 00:25:59,200 Sometimes that'll save you a little bit 579 00:25:59,200 --> 00:26:02,710 of money, because you don't have to spend the engine 580 00:26:02,710 --> 00:26:05,590 hours to fly out to wherever you're doing the approach. 581 00:26:05,590 --> 00:26:07,480 And you can just restart very quickly. 582 00:26:07,480 --> 00:26:10,630 So there could be some advantages of that. 583 00:26:10,630 --> 00:26:12,970 And then, Philip, you have some advice here 584 00:26:12,970 --> 00:26:15,030 on how you get your IFR rating. 585 00:26:15,030 --> 00:26:17,530 PHILIP GREENSPUN: Yeah, I think if you're going to do this-- 586 00:26:17,530 --> 00:26:19,822 once you finish your private-- these higher performance 587 00:26:19,822 --> 00:26:21,880 airplanes aren't great for training. 588 00:26:21,880 --> 00:26:25,060 The little Pipers and Cessnas are probably better, 589 00:26:25,060 --> 00:26:26,470 just because they're slower. 590 00:26:26,470 --> 00:26:31,460 But as soon as you're going to work on the instrument rating 591 00:26:31,460 --> 00:26:35,230 and do transportation, then it's time to get into the CIRRUS 592 00:26:35,230 --> 00:26:37,810 or get into the Bonanza that you're intending to use 593 00:26:37,810 --> 00:26:39,070 for family transportation. 594 00:26:39,070 --> 00:26:42,490 Time and type and realistic-- going with an instructor 595 00:26:42,490 --> 00:26:44,620 on the trips that you're actually going to do-- 596 00:26:44,620 --> 00:26:46,810 is invaluable for safety. 597 00:26:46,810 --> 00:26:51,658 I think one good way to do it is do a big cross-country trip 598 00:26:51,658 --> 00:26:52,450 with an instructor. 599 00:26:52,450 --> 00:26:55,780 Or just go to Florida, go to California, go to Alaska. 600 00:26:55,780 --> 00:26:58,430 And do an approach every hour. 601 00:26:58,430 --> 00:27:00,970 So then you go through a lot of weather systems 602 00:27:00,970 --> 00:27:03,400 and you get very comfortable with getting the weather 603 00:27:03,400 --> 00:27:06,760 information, filing flight plans, working with controllers 604 00:27:06,760 --> 00:27:10,022 in different situations. 605 00:27:10,022 --> 00:27:11,980 TINA SRISVASTAVA: One other thing I would add-- 606 00:27:11,980 --> 00:27:14,830 it's a cool trick you might not have heard of. 607 00:27:14,830 --> 00:27:18,460 So whenever you're getting an instruction, 608 00:27:18,460 --> 00:27:20,680 you have to pay not only for the aircraft rental, 609 00:27:20,680 --> 00:27:22,550 but for the time of your instructor. 610 00:27:22,550 --> 00:27:25,163 Well, if you take an instrument flight and you practice 611 00:27:25,163 --> 00:27:27,580 an approach and then you just want to practice it a couple 612 00:27:27,580 --> 00:27:31,300 of times yourself, you can actually go up without 613 00:27:31,300 --> 00:27:33,820 your instructor-- without any view-limiting devices, 614 00:27:33,820 --> 00:27:34,513 of course-- 615 00:27:34,513 --> 00:27:36,430 where you can fully look outside the airplane. 616 00:27:36,430 --> 00:27:38,222 And you can keep flying that same approach. 617 00:27:38,222 --> 00:27:40,690 So you can actually fly practice approaches 618 00:27:40,690 --> 00:27:43,060 without actually being in an instrument condition 619 00:27:43,060 --> 00:27:46,180 or with view-limiting devices, to just practice the mechanics 620 00:27:46,180 --> 00:27:47,200 of the whole thing. 621 00:27:47,200 --> 00:27:48,682 How you deal with airspeed, who's 622 00:27:48,682 --> 00:27:50,140 going to start talking to you next, 623 00:27:50,140 --> 00:27:51,470 what do you need to do next. 624 00:27:51,470 --> 00:27:53,540 And I find that to be very useful. 625 00:27:53,540 --> 00:27:55,420 You'll also find on that-- 626 00:27:55,420 --> 00:27:56,920 you heard from Sebastian yesterday 627 00:27:56,920 --> 00:27:58,870 about the MIT Flying Club. 628 00:27:58,870 --> 00:28:04,220 So there's an email list-- flying-pilots@mit.edu. 629 00:28:04,220 --> 00:28:07,210 So once you become a pilot, it's great to be on that list 630 00:28:07,210 --> 00:28:10,090 because instrument-rated pilots have to keep 631 00:28:10,090 --> 00:28:11,710 practicing their approaches. 632 00:28:11,710 --> 00:28:14,020 And so they need somebody to sit next to them 633 00:28:14,020 --> 00:28:16,480 to look out the airplane for other aircraft 634 00:28:16,480 --> 00:28:19,450 while they're wearing their view-limiting devices. 635 00:28:19,450 --> 00:28:21,280 And that person is called a safety pilot. 636 00:28:21,280 --> 00:28:23,953 So as long as you have your private pilot license, 637 00:28:23,953 --> 00:28:25,870 even if you don't have your instrument rating, 638 00:28:25,870 --> 00:28:27,520 you can serve as a safety pilot. 639 00:28:27,520 --> 00:28:28,800 So it's a great way-- 640 00:28:28,800 --> 00:28:31,000 and cheap way-- to get a lot of practice 641 00:28:31,000 --> 00:28:34,810 in and see an instrument pilot at work 642 00:28:34,810 --> 00:28:36,130 trying to do an approach. 643 00:28:36,130 --> 00:28:38,725 And you can sit there and learn and look out. 644 00:28:38,725 --> 00:28:41,350 PHILIP GREENSPUN: And you get to log that time as safety pilot, 645 00:28:41,350 --> 00:28:42,900 as if you had been flying. 646 00:28:42,900 --> 00:28:44,335 So it's a good way to build up flying experience. 647 00:28:44,335 --> 00:28:45,490 TINA SRISVASTAVA: Yeah, highly recommended. 648 00:28:45,490 --> 00:28:47,650 PHILIP GREENSPUN: Here's a question for you guys. 649 00:28:47,650 --> 00:28:51,670 So the safety pilot-- you heard about 650 00:28:51,670 --> 00:28:53,530 the medical certification. 651 00:28:53,530 --> 00:28:56,110 Let's say the person practicing the approach 652 00:28:56,110 --> 00:28:57,340 has a first class medical. 653 00:28:57,340 --> 00:28:59,770 So they're very healthy and the FAA 654 00:28:59,770 --> 00:29:02,980 thinks the pilot is unlikely to have a heart attack and keel 655 00:29:02,980 --> 00:29:05,860 over while under the hood. 656 00:29:05,860 --> 00:29:10,740 Does the safety pilot need to have a current medical 657 00:29:10,740 --> 00:29:12,555 to serve as safety pilot? 658 00:29:12,555 --> 00:29:15,129 What do you guys think? 659 00:29:15,129 --> 00:29:16,973 AUDIENCE: Yes. 660 00:29:16,973 --> 00:29:18,390 PHILIP GREENSPUN: It's ridiculous. 661 00:29:18,390 --> 00:29:21,720 That person has a heart attack, the regular pilot 662 00:29:21,720 --> 00:29:24,255 can just take off the hood and fly. 663 00:29:27,220 --> 00:29:29,420 The safety pilot shouldn't need a medical, right? 664 00:29:29,420 --> 00:29:35,060 As long as their last words are, you have the controls. 665 00:29:35,060 --> 00:29:37,820 But in fact, the safety pilot is a required crew member 666 00:29:37,820 --> 00:29:39,170 for that operation. 667 00:29:39,170 --> 00:29:45,220 So the Feds say that he or she must have a current medical. 668 00:29:45,220 --> 00:29:47,442 TINA SRISVASTAVA: And just that joke 669 00:29:47,442 --> 00:29:49,400 that Philip said about-- you have the controls. 670 00:29:49,400 --> 00:29:50,817 I'll just take a moment to explain 671 00:29:50,817 --> 00:29:51,980 what he's talking about. 672 00:29:51,980 --> 00:29:54,927 When you hand over control, you take the controls, 673 00:29:54,927 --> 00:29:57,260 it's important to have what's called a positive exchange 674 00:29:57,260 --> 00:29:58,200 of controls. 675 00:29:58,200 --> 00:30:00,950 So if I'm flying the airplane and I'm 676 00:30:00,950 --> 00:30:03,807 giving the controls to Philip, I'll say, you have controls. 677 00:30:03,807 --> 00:30:05,390 PHILIP GREENSPUN: I have the controls. 678 00:30:05,390 --> 00:30:06,890 TINA SRISVASTAVA: You have controls. 679 00:30:06,890 --> 00:30:09,920 So that reconfirming-- make sure that you 680 00:30:09,920 --> 00:30:11,420 know who's flying the airplane so 681 00:30:11,420 --> 00:30:12,920 that you don't result in a situation 682 00:30:12,920 --> 00:30:13,880 where no one's flying. 683 00:30:13,880 --> 00:30:14,240 Yes. 684 00:30:14,240 --> 00:30:15,330 AUDIENCE: When do your hands come off 685 00:30:15,330 --> 00:30:16,580 the controls in that exchange? 686 00:30:16,580 --> 00:30:18,122 TINA SRISVASTAVA: I usually keep them 687 00:30:18,122 --> 00:30:20,600 on up until I really know that he knows what he's doing. 688 00:30:20,600 --> 00:30:22,760 So I actually keep it on a little bit 689 00:30:22,760 --> 00:30:26,600 longer to make sure he knows and he doesn't start turning 690 00:30:26,600 --> 00:30:27,840 in some other direction. 691 00:30:27,840 --> 00:30:29,920 PHILIP GREENSPUN: I think on that third one. 692 00:30:29,920 --> 00:30:31,962 TINA SRISVASTAVA: The final, "You have controls." 693 00:30:31,962 --> 00:30:32,935 PHILIP GREENSPUN: Especially important in a helicopter. 694 00:30:32,935 --> 00:30:33,920 TINA SRISVASTAVA: That's when you let go. 695 00:30:33,920 --> 00:30:34,880 PHILIP GREENSPUN: The good thing about airplanes 696 00:30:34,880 --> 00:30:37,670 is you can take your hands off and the airplane just keeps 697 00:30:37,670 --> 00:30:38,900 doing whatever it was doing. 698 00:30:38,900 --> 00:30:41,790 But the helicopter is inherently unstable. 699 00:30:41,790 --> 00:30:47,000 So yeah, it's important that you don't take your hands off 700 00:30:47,000 --> 00:30:49,130 until you hear that third acknowledgment. 701 00:30:49,130 --> 00:30:49,490 TINA SRISVASTAVA: Yes. 702 00:30:49,490 --> 00:30:51,323 AUDIENCE: How long does a cross-country trip 703 00:30:51,323 --> 00:30:53,785 take, from here to California? 704 00:30:53,785 --> 00:30:55,160 TINA SRISVASTAVA: So the question 705 00:30:55,160 --> 00:30:57,740 was how long does it take to fly from here to California? 706 00:30:57,740 --> 00:31:00,230 The answer really depends on which type of aircraft 707 00:31:00,230 --> 00:31:01,040 you're flying. 708 00:31:01,040 --> 00:31:03,980 So a little Cessna 172 would take a long time, 709 00:31:03,980 --> 00:31:09,920 because it basically is twice as fast as a car. 710 00:31:09,920 --> 00:31:11,450 And it's as the crow flies. 711 00:31:11,450 --> 00:31:13,820 But if you're flying a fancy CIRRUS, 712 00:31:13,820 --> 00:31:15,705 you can get much faster. 713 00:31:15,705 --> 00:31:18,230 PHILIP GREENSPUN: You get a headwind going west, generally. 714 00:31:18,230 --> 00:31:20,660 So it's probably going to take about 15 hours 715 00:31:20,660 --> 00:31:24,890 to get to California, maybe a little over 20 716 00:31:24,890 --> 00:31:26,120 in a Cessna or a Piper. 717 00:31:26,120 --> 00:31:29,060 And then you'll get a little speed boost on the way back. 718 00:31:32,270 --> 00:31:35,240 There are various companies that offer 10 day instrument 719 00:31:35,240 --> 00:31:35,780 ratings. 720 00:31:35,780 --> 00:31:37,130 And they fly around a lot. 721 00:31:37,130 --> 00:31:39,320 So a couple of weeks to get to California and back 722 00:31:39,320 --> 00:31:41,630 is reasonably comfortable while doing flight training 723 00:31:41,630 --> 00:31:43,115 along the way. 724 00:31:43,115 --> 00:31:45,240 TINA SRISVASTAVA: One of the biggest things that'll 725 00:31:45,240 --> 00:31:47,282 slow you down is not how fast your plane can fly, 726 00:31:47,282 --> 00:31:49,650 but also your own fatigue, which we'll 727 00:31:49,650 --> 00:31:52,847 talk about in human factors. 728 00:31:52,847 --> 00:31:54,430 All right are there any more questions 729 00:31:54,430 --> 00:31:57,190 on instrument flight or instrument 730 00:31:57,190 --> 00:31:58,840 meteorological conditions? 731 00:32:01,390 --> 00:32:02,228 Yes. 732 00:32:02,228 --> 00:32:04,100 AUDIENCE: What's your opinion on the steam 733 00:32:04,100 --> 00:32:06,545 gauge versus the glass cockpit for [INAUDIBLE]?? 734 00:32:06,545 --> 00:32:07,920 TINA SRISVASTAVA: So the question 735 00:32:07,920 --> 00:32:11,640 was what's our opinion on steam gauge versus a glass cockpit? 736 00:32:11,640 --> 00:32:14,280 I think we know Philip's opinion here. 737 00:32:14,280 --> 00:32:16,720 I've actually flown both. 738 00:32:16,720 --> 00:32:20,610 I think that with the G1000, or glass cockpit, what's nice 739 00:32:20,610 --> 00:32:23,400 is you can load the approach and it'll actually 740 00:32:23,400 --> 00:32:27,330 show the full flight plan that you're supposed 741 00:32:27,330 --> 00:32:28,805 to fly for a given approach. 742 00:32:28,805 --> 00:32:30,680 And you can actually have a whole flight plan 743 00:32:30,680 --> 00:32:32,370 where you have multiple approaches, one 744 00:32:32,370 --> 00:32:33,600 after the other. 745 00:32:33,600 --> 00:32:37,120 And it puts it up there and it makes it very easy. 746 00:32:37,120 --> 00:32:39,540 But I will say that to learn it-- 747 00:32:39,540 --> 00:32:41,430 I've actually done instrument training 748 00:32:41,430 --> 00:32:44,230 on both the steam gauge and the glass cockpit. 749 00:32:44,230 --> 00:32:46,290 And I think that steam gauge obviously keeps you 750 00:32:46,290 --> 00:32:47,670 on your toes a lot more. 751 00:32:47,670 --> 00:32:49,110 You really know what's happening. 752 00:32:49,110 --> 00:32:51,600 You're using your heading bug to do 753 00:32:51,600 --> 00:32:53,460 a lot more, because you can't enter some 754 00:32:53,460 --> 00:32:54,940 of these things in advance. 755 00:32:54,940 --> 00:32:57,000 And so I think it's really helpful 756 00:32:57,000 --> 00:33:00,960 to learn how to do that, just like I think, for example, 757 00:33:00,960 --> 00:33:02,217 your autopilot is amazing. 758 00:33:02,217 --> 00:33:04,050 You should have an autopilot if you're going 759 00:33:04,050 --> 00:33:05,490 to fly across the country. 760 00:33:05,490 --> 00:33:07,673 But you shouldn't use your autopilot 761 00:33:07,673 --> 00:33:09,090 when you're doing flight training, 762 00:33:09,090 --> 00:33:11,048 because the first thing Mark Nathanson, the FAA 763 00:33:11,048 --> 00:33:14,070 examiner will do, will be, oh, look, your autopilot died. 764 00:33:14,070 --> 00:33:16,740 Now you have to learn how to fly without it. 765 00:33:16,740 --> 00:33:20,310 So I think for flight training, I recommend both. 766 00:33:20,310 --> 00:33:24,900 The other reason I continue to fly both steam gauge and G1000 767 00:33:24,900 --> 00:33:27,535 is that I fly with a lot of other friends. 768 00:33:27,535 --> 00:33:29,160 So we talked about the MIT Flying Club, 769 00:33:29,160 --> 00:33:30,330 you fly with your peers. 770 00:33:30,330 --> 00:33:32,357 There's also a group of women pilots-- 771 00:33:32,357 --> 00:33:34,440 we call ourselves The Women Pilots of New England. 772 00:33:34,440 --> 00:33:36,090 We basically bumped into each other 773 00:33:36,090 --> 00:33:39,010 in the parking lots of airports and now get together. 774 00:33:39,010 --> 00:33:41,350 We're actually having a dinner tonight at 6:00 PM, 775 00:33:41,350 --> 00:33:45,130 so if any women pilots want to join, please do. 776 00:33:45,130 --> 00:33:48,152 PHILIP GREENSPUN: Or pilots who identify as women. 777 00:33:48,152 --> 00:33:49,110 TINA SRISVASTAVA: Sure. 778 00:33:49,110 --> 00:33:52,620 And these groups that you fly with on these fly-outs, 779 00:33:52,620 --> 00:33:54,420 it's often the case that you want 780 00:33:54,420 --> 00:33:58,410 to have two pilots flying in a given airplane. 781 00:33:58,410 --> 00:34:00,030 And one flies there. 782 00:34:00,030 --> 00:34:03,160 And one's PIC there and one's PIC on the way back. 783 00:34:03,160 --> 00:34:05,550 And so if you have a lot of friends 784 00:34:05,550 --> 00:34:08,520 that fly the steam gauges, which are cheaper to rent, 785 00:34:08,520 --> 00:34:11,070 you want to make sure you're current in that airplane 786 00:34:11,070 --> 00:34:12,343 if you want to fly with them. 787 00:34:12,343 --> 00:34:14,760 And if you fly a G1000, you want to make sure your friends 788 00:34:14,760 --> 00:34:16,940 that you fly with also fly G1000s. 789 00:34:16,940 --> 00:34:19,489 So I fly both, because I have friends that fly both. 790 00:34:19,489 --> 00:34:22,620 And we want to make sure that we can fly together 791 00:34:22,620 --> 00:34:23,383 on these fly-outs. 792 00:34:23,383 --> 00:34:25,800 PHILIP GREENSPUN: Yeah, so despite the fact that I usually 793 00:34:25,800 --> 00:34:29,310 fly glass cockpit aircraft, I do fly instrument approaches 794 00:34:29,310 --> 00:34:34,219 in R44 helicopter instrument trainers. 795 00:34:34,219 --> 00:34:38,159 And those are more challenging, because there's no autopilot. 796 00:34:38,159 --> 00:34:41,429 And the machine is inherently much less stable 797 00:34:41,429 --> 00:34:43,110 than the airplane. 798 00:34:43,110 --> 00:34:44,159 So that's steam gauges. 799 00:34:44,159 --> 00:34:46,560 So I wouldn't say there's a big difference. 800 00:34:46,560 --> 00:34:49,080 Really, the world of instrument flying-- 801 00:34:49,080 --> 00:34:51,540 if you transfer your skills from the visual flying 802 00:34:51,540 --> 00:34:54,677 world to the instrument world-- and they do transfer very well. 803 00:34:54,677 --> 00:34:56,969 When you're flying visually, you're spending about 80%, 804 00:34:56,969 --> 00:35:00,690 90% of your time looking out the window at the natural horizon. 805 00:35:00,690 --> 00:35:02,610 When you transfer that to instrument, 806 00:35:02,610 --> 00:35:04,440 you're spending 80% or 90% of your time 807 00:35:04,440 --> 00:35:08,190 looking at the artificial horizon, or attitude indicator. 808 00:35:08,190 --> 00:35:10,283 And if you hold a constant attitude, 809 00:35:10,283 --> 00:35:12,450 the rest of the instruments take care of themselves. 810 00:35:12,450 --> 00:35:14,070 The experienced instrument instructors 811 00:35:14,070 --> 00:35:17,650 will often cover up all five of the other instruments, which 812 00:35:17,650 --> 00:35:20,160 gets a little harder from the glass cockpit-- 813 00:35:20,160 --> 00:35:22,320 a lot of Post-Its. 814 00:35:22,320 --> 00:35:29,070 And have the IFR student try to hold the constant attitude 815 00:35:29,070 --> 00:35:30,810 as best they can. 816 00:35:30,810 --> 00:35:35,220 And then remove the Post-Its after, say, two minutes. 817 00:35:35,220 --> 00:35:38,310 And you'll find that you've only gained a couple hundred feet 818 00:35:38,310 --> 00:35:42,270 and you've only lost maybe 10 degrees of heading. 819 00:35:42,270 --> 00:35:44,130 The FAA has terrible advice about how 820 00:35:44,130 --> 00:35:45,540 to be an instrument pilot. 821 00:35:45,540 --> 00:35:48,110 They say scan the six-pack. 822 00:35:48,110 --> 00:35:50,260 So spend, essentially, one sixth of the time. 823 00:35:50,260 --> 00:35:53,100 You used to spend 90% of your time looking at the attitude 824 00:35:53,100 --> 00:35:53,760 indicator? 825 00:35:53,760 --> 00:35:55,550 Now, let's spend 1/6 of your time. 826 00:35:55,550 --> 00:35:58,050 Or spend half of your time-- look at the attitude indicator, 827 00:35:58,050 --> 00:35:59,290 look at these other things. 828 00:35:59,290 --> 00:36:03,030 But if you actually study high-time instrument pilots 829 00:36:03,030 --> 00:36:05,550 or jet pilots, you'll find that they're really 830 00:36:05,550 --> 00:36:09,840 focusing on the attitude indicator 80%, 90% of the time, 831 00:36:09,840 --> 00:36:11,070 like I said. 832 00:36:11,070 --> 00:36:12,930 And if they don't do that-- 833 00:36:12,930 --> 00:36:14,460 I actually once flew with a guy. 834 00:36:14,460 --> 00:36:15,920 He was an MIT grad-- 835 00:36:15,920 --> 00:36:19,290 he was an MIT PhD. 836 00:36:19,290 --> 00:36:22,770 The FAA told him to scan like this, so he does. 837 00:36:22,770 --> 00:36:24,900 And that airplane was all over the sky, 838 00:36:24,900 --> 00:36:26,970 but he was constantly recorrecting it. 839 00:36:26,970 --> 00:36:29,880 And he was right within the ACS standards 840 00:36:29,880 --> 00:36:31,702 of about plus or minus 100 feet and-- 841 00:36:31,702 --> 00:36:33,660 I don't know, maybe it's 10 degrees of heading. 842 00:36:33,660 --> 00:36:38,100 But we were in actual conditions a Piper Arrow 843 00:36:38,100 --> 00:36:40,670 with pretty limited backup facilities. 844 00:36:40,670 --> 00:36:43,170 So that was truly terrifying, because he's somebody actually 845 00:36:43,170 --> 00:36:47,250 doing what the FAA says to do. 846 00:36:47,250 --> 00:36:48,750 The other thing about glass cockpits 847 00:36:48,750 --> 00:36:52,560 that I do like is it's great for night 848 00:36:52,560 --> 00:36:56,370 flying, because the illumination is very uniform. 849 00:36:56,370 --> 00:36:59,940 So one problem with steam gauges is that, at night, 850 00:36:59,940 --> 00:37:02,910 some of the instruments can be dimmer or brighter 851 00:37:02,910 --> 00:37:03,810 than the others. 852 00:37:03,810 --> 00:37:06,520 I actually had a Diamond Star, a DA40-- 853 00:37:06,520 --> 00:37:08,533 and the attitude indicator-- 854 00:37:08,533 --> 00:37:10,450 which is the thing that you want to be using-- 855 00:37:10,450 --> 00:37:12,730 was the dimmest instrument in the panel. 856 00:37:12,730 --> 00:37:13,990 And that was very annoying. 857 00:37:13,990 --> 00:37:16,012 They were back-lit-- the instruments 858 00:37:16,012 --> 00:37:17,470 themselves had the lights in there. 859 00:37:17,470 --> 00:37:19,918 So there was really no way to adjust it. 860 00:37:19,918 --> 00:37:22,210 I think you're going to find that glass panel is what's 861 00:37:22,210 --> 00:37:25,750 in almost every aircraft within five or 10 years, 862 00:37:25,750 --> 00:37:29,410 because it's just getting too expensive to maintain 863 00:37:29,410 --> 00:37:30,490 these mechanical gyros. 864 00:37:30,490 --> 00:37:32,920 If you send out a mechanical attitude indicator 865 00:37:32,920 --> 00:37:35,410 to be overhauled, that's $2,000. 866 00:37:35,410 --> 00:37:38,170 And the glass cockpit replacement 867 00:37:38,170 --> 00:37:39,983 might only be $3,000 or $4,000. 868 00:37:39,983 --> 00:37:41,650 And you'll never have to touch it again. 869 00:37:44,900 --> 00:37:46,670 TINA SRISVASTAVA: When we polled earlier 870 00:37:46,670 --> 00:37:50,930 in terms of people who've gone flying before-- 871 00:37:50,930 --> 00:37:53,600 so I'm going to ask three things. 872 00:37:53,600 --> 00:37:55,730 Did you fly in a steam gauge airplane? 873 00:37:55,730 --> 00:37:58,160 Did you find in a G1000, or glass cockpit? 874 00:37:58,160 --> 00:37:59,930 Or have you flown in both? 875 00:37:59,930 --> 00:38:03,020 So, steam gauge. 876 00:38:03,020 --> 00:38:04,220 About half of you. 877 00:38:04,220 --> 00:38:08,210 And then G1000, or glass cockpit. 878 00:38:08,210 --> 00:38:11,090 Oh, only two or three. 879 00:38:11,090 --> 00:38:12,680 And then if you've done both. 880 00:38:16,340 --> 00:38:17,580 Only a handful. 881 00:38:17,580 --> 00:38:19,220 So actually, it looks like the-- 882 00:38:19,220 --> 00:38:20,330 well, and of course, there are a bunch of you 883 00:38:20,330 --> 00:38:21,413 that haven't flown at all. 884 00:38:21,413 --> 00:38:23,510 But the ones that have, it looks like primarily 885 00:38:23,510 --> 00:38:24,622 in the steam gauges. 886 00:38:24,622 --> 00:38:25,580 So that's good to know. 887 00:38:25,580 --> 00:38:27,470 AUDIENCE: 30 years ago, they hadn't been invented. 888 00:38:27,470 --> 00:38:29,887 TINA SRISVASTAVA: 30 years ago, they hadn't been invented. 889 00:38:29,887 --> 00:38:31,190 All right, that's true. 890 00:38:31,190 --> 00:38:32,317 Well, this was great. 891 00:38:32,317 --> 00:38:34,400 And Philip talked a little bit about night flying. 892 00:38:34,400 --> 00:38:36,233 We're going to have a whole section on night 893 00:38:36,233 --> 00:38:37,307 flying tomorrow. 894 00:38:37,307 --> 00:38:39,140 But now we're going to do a break for lunch. 895 00:38:39,140 --> 00:38:42,410 We'll give you about 45 minutes to get food. 896 00:38:42,410 --> 00:38:45,290 Please come back a little bit before the hour and we'll 897 00:38:45,290 --> 00:38:46,790 get started right at 1 o'clock. 898 00:38:46,790 --> 00:38:48,340 Thanks.