Decoding the Private Pilot ACS | Part 4

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You're listening to the VSL Aviation Podcast. I'm your host Seth Lake Welcome back.

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In today's episode we're continuing the deep dive into the private pilot airman certification standards.

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This time we're talking about task d a vary of operation one which is cross country flight planning.

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Stay tuned Alright Cross Country flight planning like all the other ones starts with some references.

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So the FA calls out part ninety one aim chart

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supplement the p hack the airplane flying handbook and the risk management handbook.

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No surprises there These references are pretty much the same for every single task Next it

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defines the objective, which is to determine the applicant exhibits satisfactory knowledge risk

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management and skills associated with cross country flights, and VFR flight planning.

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Pretty much the same verbiage just added in the cross country flights and VFR flight planning So

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this is a way for me as the examiner to evaluate your skills at planning a VFR flight plan.

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And that's the key there is a VFR cross country flight plan We're not using, Nav Aid's or

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anything to plan this just VFR So Paladage and dead reckoning.

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Next is the note Now this is a new note to the twenty twenty four ACS So if you were studying

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the old ACS or you have a non current version, this version has,
the note of

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preparation, presentation, and explanation of a

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computer generated flight plan is an acceptable option.

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Right Let's dive into that note a little bit more because it's pretty important So you can

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prepare, present and explain…
a computer generated flight plan So I don't as the examiner

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I don't have to see you do the long hand math or bring in a paper back up, or show me how to do

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any of this on paper If as long as you can explain all the planning process

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on your EFB, then that meets the requirements of this task.

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So gone are the days of you having to show up with a paper back up in a in a EFB.

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Now there's things that you need to do additionally If you're gonna use a EFB, there's ways to

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manage that risk Right You don't want this iPad to be a single point of failure.

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So you need a backup, but you know if you have an iPad and a

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cell phone that also has four flight on it that's an acceptable backup.

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Okay.
So with that note being addressed, let's get started with the rest of the topics.

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Now with every…tasks that we've talked about and all the ACSs This is how they work So just a

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real quick recap, I have to sample at least one

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knowledge topic at least one risk management topic and we have to do all of the skills.

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And that's how each of these tasks are broken down broken down into knowledge topic risk management, and skills.

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Now the knowledge topics those are also addressed on the written,
test that you take for the

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private pilot So the airman's knowledge test report that you have

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after you take your written let's say you missed ten questions.

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All of those ten questions will have codes, and those codes will be

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associated with a knowledge topic in most cases.

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So if you missed a knowledge topic that said papa alpha, one…d k

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three a, I would know that you missed a question related to calculating time climb and descent

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rates course distance heading true air speed and ground speed.

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That's all that tells me It's not very specific It just means that you missed a question about

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calculating courses or times or ground speeds Something like that.

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Now during the check right I have to sample one knowledge topic and and that is one So if you

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missed that one on your test, I have to review that one

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as well So I have your knowledge test report I have to look at all those error codes.

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And I I'll go through and highlight them on my ACS, and then I will ask you that question

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during the check ride or ask you something about that related to our scenario that I give you.

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So just be prepared to answer…
questions

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related to all of those topics that you missed on the written That's really critical.

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If you don't miss anything on area of operation one task d in the knowledge test, then I can

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just select one of the knowledge criteria at random And in this case I have six knowledge topics to choose from.

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and there's three subcategories there. so there's about nine different things that I could ask

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you on the knowledge topic And I have do at least one I might wind up doing more than one And as

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you'll see just in the normal process of planning we'll probably cover five or six of these,

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pretty easily But I don't have to ask each one.

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Okay So let's I'm gonna read through each of these knowledge topics and then just give my

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thoughts on them So knowledge topic one is route planning including consideration of different

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classes and special use airspace, and selection of appropriate

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and available navigation, communication systems and facilities.

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So this is essentially just your big picture route planning.

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How do you go in and choose a route?

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how do you know what airspace that route's going through What decisions are you making to avoid certain air spaces?

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And I might intentionally choose a scenario that I send you a few days before the check ride

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that if you draw a straight line it actually takes you through a restricted area or it takes you

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through a really busy class b corridor that it might be good risk management for you to avoid that.

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Right? Those are all things that you might wanna take into

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consideration, especially where the special use airspace is concerned.

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So anytime you know you really wanna look at the scenario that the DPE gives you because we're

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all trying to build scenarios that bring up discussion topics Right We're not trying to be tricky.

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We just have we you know we need to do scenario based evaluation according to the FAA.

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And we wanna pick a route of flight that is going going

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to naturally bring up some of these topics that we can discuss.

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And I wanna see you…arrive at the Check ride having already mitigated some of those risks.

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and if you didn't mitigate those that's not a automatic failure That just means I'm gonna have

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to talk and and question about those and and see what your knowledge level is.

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So we'll talk about that I'm actually gonna do a quick route

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planning…
exercise in foreflight here shortly.

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Okay So that's topic one And topic one has a subcategory a,

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which is use of an electronic flight bag e f b if used.

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So this is real important It's telling me hey if you're using the EFB…
I have to evaluate you

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on that use If you're not using the EFB I don't have to evaluate you using an EFB.

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EFB being basically foreflight. So…If you arrive and

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you have all paper, then I can just evaluate you on what you bring.

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But if you arrive and you've got paper and an EFB…
you're opening yourself up for me to ask all

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the questions that I want about the EFB.

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So be careful with that because I've I've seen this a lot because this is kind of a recent

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change We've got an industry that likes paper planning.

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And so a lot of CFIs, they planned on and so they want their

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students to plan on paper because they think oh that's what the DPE wants.

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But, hey to make it easier, plan on paper but bring foreflight because he might let you use foreflight.

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So students arrive and they know how to paper plan but they don't know anything about their EFB.

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Well this tells me that I can now evaluate your ability to use the EFB and I know how to use

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four flight really well So when I start asking questions I realized that hey you don't really

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know how to use four flight that well, but you brought it to the check ride.

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That's an interesting decision. So be careful with that Right If if you're confident using

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Forflight and you've planned with it then use it on the check ride But if you're not confident

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on how to use it either get some training before the check ride or don't bring it and plan on

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paper But that is your choice as the applicant.

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Okay Next is Skill two or sorry knowledge topic two Altitude selection according for terrain and

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obstacles glide distance of airplane v f r cruising altitudes in effective wind.

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K That's pretty straightforward.
Can you select an appropriate altitude?

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Okay If we're going eastbound, that needs to be the odd plus five hundred westbound, even plus five hundred.

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But it's not just that We have clear terrain and obstacles in populated areas And then we also

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need to leave our room,
ourselves room for gliding in case we lose an engine at cruise Right If

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we're cruising at twenty five hundred feet, and we lose an engine we don't have a lot of

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options We don't have much time to select a forced landing area Whereas if we're cruising up at

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seventy five hundred feet we're gonna have a lot more time to

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choose where we're gonna put the plane down in the event of an engine failure.

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Alright Next is knowledge topic three and it's calculating.

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That's all it says This knowledge topic three is calculating and it's broken down into three

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different areas you have to calculate So the first is calculating a.

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So this is k three…Time climb descent rates course distance heading, true air speed and ground speed.

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K three b, calculating estimated time of arrival including conversion to

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u universal standard, or universal coordinated time UTC.

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And then k three c, calculating fuel requirements, including reserve.

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So…those are pretty straightforward calculations.

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Again I'm not gonna have you manually calculate those If you bring foreflight and you can show

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me how foreflight can calculate all those Hey that's fine.

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I'm not gonna have you break out the whiz wheel and show me on the whiz wheel I'm not even sure I could figure that out anymore.

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I'm just kidding I know how to use a whiz wheel but man foreflight is way easier than a whiz wheel.

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Okay So k four elements of the VFR flight plan.

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Hey what are the elements of a VFR flight plan We gotta have our departure

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destination or time or aircraft type equipment all that stuff.

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You need to know If that's built into foreflight, totally fine or if you're built into your EFB that's totally fine.

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If you're doing it on paper, bring a paper flight plan that you have filled out because one of

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the skills that we're gonna talk about later is filing said flight plan or simulate filing that

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flight plan So you need to know the elements of it.

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knowledge topic five procedures for filing activating and closing a VFR flight plan.

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So you have a few options here in my mind It's kinda three big ones You can file it online

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through one eight hundred w x pre dot com You can file it on the phone via calling one eight

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hundred w x brief or you can file it through your EFB, like foreflight or garmin pilot Both
I

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think all the major EFBs have…procedures for filing the flight plan through the EFB app

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itself, which is the one that I use the most Right I file basically all my flight plans through foreflight.

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And then knowledge topic six in flight intercept procedures.

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So should you fi find yourself lying in a tight formation with a fighter aircraft and you are

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not in a fighter aircraft either, then there's probably something that's gone wrong.

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So, you've probably been intercepted and what are those procedures?

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foreflight actually has a document section that has an intercept procedure document I'll show you that here shortly.

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So that's a good resource. I may ask this during the check

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ride Honestly that's not one of the things I bring up in this scenario.

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If we're flying close to a TFR so let's say I was given check rides up in the DC area, you bet

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we'd be talking about special use airspace and we'd be talking about intercept procedures

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because that's a really common occurrence…I wouldn't say it's more common in DC because

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they're just used to that kind of permanent TFR up there.

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It's probably most likely to happen at you know during an election cycle where we have a lot of

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VIP TFRs pop up around the country as the candidates travel around So a TFR just pops up somewhere.

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You don't check the notams properly.
You fly through it and you find yourself with an f sixteen

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off your left hand wing
trying to get your attention.

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so that's not the best way to spend a Saturday morning Wouldn't recommend it But if you do get

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intercepted, what are the procedures and how do you find that?

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Okay Next we're gonna move on to the risk management procedures.

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so we have seven risk management items. The first four are just the pay Vacronym.

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so r one r two r three and r four are pilot, aircraft environment, and external pressures.

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The pay V acronym. Now I expect you to be able to use that pave…decision making

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process…to identify risks.

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So if you're using the Ace Guide and and by the way if you're watching on YouTube, the ACS that

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I'm using right now looks different than the FAA version.

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The FAA reformatted everything and I don't love the format.

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so I reformatted it back to the old way where all the tasks fit on a single page.

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So if you're watching the YouTube channel, I've got a single page across country, task d

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pulled up here and there's some extra little links on here.

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these links take you to the source data of that topic So in this case the pave checklist you can

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find out how to use that in the risk management handbook which is part of the Ace Guide So on

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page three dash four So if you wanna learn how the FA wants you to use that paved guide for risk

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management you go there, and it it links you directly there So I think that's pretty useful But

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the paved guide basically is saying…I want you to identify risks…so you can mitigate

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those risks Right You can't manage risks that you don't know about.

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So if you don't check the weather, you can't manage the risks associated with that weather.

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Right If there's a convective segment halfway along your route, that might require you to

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deviate fifty miles to the south and you don't check the weather and you don't know about that

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then you're gonna take off and you're gonna run into

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potentially convective activity which should be really bad Right?

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and and best case you do a late avoidance, but you haven't planned the fuel properly So you

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wind up having to divert to an airport you weren't expecting to because you didn't carry enough

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fuel So that might be an example of improper risk management.

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Proper risk management, I'm going me personally as an examiner and hopefully all the other

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other examiners are gonna present to you a scenario…
that includes some pave risk management…

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things that you're gonna have to manage And what I mean by that is most of my scenarios involve

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us, you know as the DPE I'm saying hey I'm your close friend and we're using pro rata cost

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sharing and we're flying to New Orleans to go to a conference.

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That's a a common one that I give. So at this conference I wanna go to a social hour maybe have

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a couple of adult beverages after the the conference but I wanna get back to work the next day

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as soon as possible because I have all these all these connections that I made at the conference

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I wanna get back in the office so I can start my sales or whatever the the business is you know.

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So I've created this external pressure and what I'm looking for you or from you as a applicant

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is to manage that external pressure So now you've got your passenger that has consumed some

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alcohol Maybe you have the opportunity to consume some alcohol maybe you have the opportunity to

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stay up late

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…

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So how are you gonna manage that risk on the front end So you may say well Seth it's fine that

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you go to the social hour I'm gonna call it a night at nine PM I'm not gonna drink anything.

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I'm gonna wake up at six o'clock. Do a standard weather briefing head out to the airplane If

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you can meet me back at back at the airport by seven thirty

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AM, we can have you back in the office by nine o'clock in the morning.

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No problem. Hey that's some good risk management there

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Right You thought about it on the front end You had a plan for me as an examiner.

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So I can check the box on being able to handle external pressures.

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Now during the check ride I might make some decision points, or or throw you some curve balls

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to see how your your tactical decision making is Because that's more of a strategic decision

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making Right You got the scenario a week ago and you talked about it with your instructor And

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you know y'all came up with this great plan So hey your strategic decision making's good Let's

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see how your short term kinda tactical decision making is So I'll do that by maybe changing up

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some,
some of the scenario, like, hey

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when we, when we take off we get airborne.

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we check-in with center center says hey center weather advisory, there's moderate to extreme

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pre pre set fifty miles to your north, extending for about seventy miles.

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What do you wanna do? Oh man Okay Well that that just

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…through a curve ball at us how are we gonna mitigate that risk?

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It might be hey we're gonna turn around and land It might be that which turn the turnaround and

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land option is more of risk avoidance It's not management.

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So risk management might be okay Well I'm gonna go back to center and I'm gonna say well looking

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at my ADSP, it looks like if I divert, thirty miles to the west, I'll avoid that area of

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precip and then I'll be able to rejoin my course and still get to my destination.

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I can do that because I planned extra fuel So I I can verify that I'm gonna land with enough

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fuel still even though I'm doing this you know thirty mile,

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diversion, but I'm gonna mitigate the risk of that convective activity.

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so that would be excellent risk management because it's not risk avoidance You didn't just turn

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around and land You manage the risk which I think is a little bit more

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difficult to do than just avoiding the risk altogether.

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Alright. Next is risk management five limitation of air traffic control services.

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So I might present this by simulating a fire at the

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Traycon, which is the the people that are giving you flight following.

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They kind of in a in a cool calm collected voice as ATC is known to do They say attention all aircraft.

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We have indications of fire in the building, we'll be going to a t c zero radar services

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terminated, and the line goes blank…
Okay?

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We just lost our flight following. How is that going to affect our plan Right What are we gonna do?

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also limitations of air air traffic control services might be related to altitude Right You

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planned too low of an altitude that doesn't have radar contact.

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That's just one example of what what might come up in a check ride Alright R six is fuel

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planning So risk management when it comes to fuel planning we already kinda discussed it with,

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you know me giving you some example scenarios related to fuel and having to divert, but fuel

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planning continues to be something that general aviation pilots struggle with That's pretty much

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our our number one cause of engine failures is either fuel starvation and fuel exhaustion.

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And that's a failure to plan, around fuel appropriately, either not having enough fuel on

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board or not verifying that you have that fuel, or not you know switching tanks…appropriately.

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So fuel planning there are a lot of different areas that that could go into.

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There's a lot of fuel planning that goes into setting up your EFB that we're gonna talk about

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here in just a few minutes
that are it's really important to this risk management, topic.

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And then r seven this is our last risk management section is use of an electronic flight bag if used.

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So…an EFB is great. I love it I use it every time I fly It's a required piece of equipment

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for me Every time I fly I've gotta have my EFB.

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One it's so easy to carry around It has all of the information that I could ever need at my fingertips in the cockpit.

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it doesn't weigh a lot. I mean there's a lot of positives there.

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But if I'm so reliant on this thing and I only have one.

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That becomes a pretty critical single point of failure How am I gonna manage that risk?

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So that's something that's gonna come up in the check right is how do you manage the risk of

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having a single iPad…such a critical item becomes a single point of failure How do you manage that?

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Next is the skills We have five skills And remember we have to do all of the skills So for the

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knowledge and risk we only had to do one and one We have to do all of these skills So skill one

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is prepare present and explain a cross country flight plan assigned by the evaluator including a

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risk analysis based on real time weather to the first fuel stop.

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K Pretty straightforward You're gonna use real time weather…
a a real risk analysis based on

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that scenario that I give you as an examiner You should get that scenario well prior to the day

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of the check ride So you've got plenty of time to kinda analyze everything and get a good

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strategic plan for how you're gonna approach this.

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Skill two apply pertinent information from the appropriate current aeronautical charts chart

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supplements notice to airman, notice to air missions Sorry.

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Relative to airport runway taxiway closures and other flight publications.

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Okay That's pretty straightforward Again as you're gonna use all the current charts and notams,

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relative to the cross country you're planning.

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skill three.
Create a navigation plan and simulate filing a VFR flight plan Again very straightforward.

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You you need a NAV log and you needed a VFR flight plan Next is skill four.

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Recalculate fuel reserve based on the scenario provided by the evaluator.

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So this might happen before or during the check ride.

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Right I might give you a scenario, that has a little bit of variance in it So I may say in the

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scenario, my friends might be coming along or my friends wanna come along and wanna know how

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much bags, you know how how much luggage they can bring.

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So what I'm expecting you to do is make a fuel plan and
a weight and balance plan for just the

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two of us, and then maybe…an extra passenger or two.

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So that may be a way that I approach that as examiner It may be that during the check ride I say

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hey you we arrive at the airport and unbeknownst to you I brought along two friends.

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This is how much they weigh. They would like to come along.

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Is it possible?
So then it's more of a tactical okay I gotta go in and recalculate my weight

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and balance If you're using foreflight man that's super easy.

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If you've done weight and balance on paper that might take some time for you to go and hand

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calculate all of this And I'll I'll show you maybe some some tricks on how you could or some

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techniques not tricks but some techniques on how you could

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answer a question like that in a check to write environment.

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Alright Recalculate, so that's skill four and skill five is

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use an electronic flight bag if applicable.

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So skill five only required if you show up with an EFB.

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If you don't show up with the EFB, you're done at Skill four.

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So let's talk about the EFB because that's really,
what this task…

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task d…revolves around is if you're using an EFB, you're gonna use it in every phase of

285
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this task Right And I'm literally gonna be looking at you to

286
00:22:59,815 --> 00:23:03,895
show me on your EFB how you're calculating all of this.

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00:23:03,895 --> 00:23:09,090
So I'm gonna use foreflight because I think ninety nine percent of pilots out there are using

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foreflight now Anyway those that use EFBs I would say high ninety percentage are using foreflight.

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It's the superior product I'm not a salesman for foreflight I'm not sponsored by them I just

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appreciate their work I think it's a good product, and I like it So that's it So let's talk

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about how you would set this up for this specific task.

292
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So first of all we're going to set up our aircraft.

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Right Your aircraft setup is probably, well I won't say most critical These all are critical

294
00:23:40,095 --> 00:23:43,635
things for you to do, but setting up the aircraft appropriately

295
00:23:43,635 --> 00:23:48,410
, this is where the I see the most errors.

296
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Of applicant using foreflight is they don't have the aircraft set up appropriately.

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Okay So I've got my screen shared here on foreflight, and we're gonna go through,
what you

298
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would do here So first we've got the tail number Okay That's easy call sign Most of you aren't

299
00:24:03,187 --> 00:24:07,187
gonna have a call sign so leave that blank You can load the serial number if you want Don't have

300
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to And then we're gonna choose the aircraft type Now depending on your level of subscription to

301
00:24:12,387 --> 00:24:17,312
foreflight, when you go to aircraft type it's gonna give you some different options.

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00:24:17,312 --> 00:24:21,952
In this case I've got the highest level of foreflight subscription, which you don't have to

303
00:24:21,952 --> 00:24:26,192
have Like I think it's military flight bag one but I do a lot of military flying So there's

304
00:24:26,192 --> 00:24:29,518
features in here that you really don't need as a private pilot.

305
00:24:29,518 --> 00:24:35,593
but anyway the the performance plus gives you these four flight performance profiles And you can

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see this and this is where it breaks down If you're joining us on the podcast, you might you

307
00:24:40,073 --> 00:24:43,368
know lose attention a little bit here but you know go back and

308
00:24:43,368 --> 00:24:47,093
look on on YouTube video you can actually see what I'm doing.

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But when you go to aircraft type and select it foreflight will give you some options that have

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00:24:52,613 --> 00:24:57,958
little blue links to performance profiles, and some that are just the name of the aircraft,

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like the one seventy two with no performance profile.

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So if since I have a performance profile I'm gonna select,
the performance profile available

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for the one seventy two p which is the…the specific make and model of the plane that I'm loading here.

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00:25:14,613 --> 00:25:18,613
Okay I've got that loaded up. Next is I can scroll

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down and change my performance profiles.

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00:25:22,748 --> 00:25:27,308
I can change and or select them K Let's be clear there.

317
00:25:27,308 --> 00:25:32,508
The performance profiles from foreflight include a climb, cruise and descent.

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So for the one seventy two p here I have a full throttle climb That's the only option.

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And then I have five cruise profiles I've got a max RPM a long range cruise a twenty three

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hundred RPM a twenty four hundred RPM and a twenty five hundred RPM.

321
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So those are my five options. Looking at the max RPM lean mixture…
I

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00:25:54,838 --> 00:25:59,958
can I can't see the background data I can't see the gallons per hour I can't see the assumed

323
00:25:59,958 --> 00:26:03,898
ground speed All I can see is two, model biases.

324
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And I can slide those left or right So I can insert a a negative bias on the speed and a

325
00:26:09,658 --> 00:26:16,218
positive bias on the fuel, but I can't see the background data, which means…I probably

326
00:26:16,218 --> 00:26:22,513
wouldn't recommend using one of these profiles…
only…during a check ride.

327
00:26:22,513 --> 00:26:28,273
Maybe I phrased that incorrectly. If you decide to use one of these on your check ride I would

328
00:26:28,273 --> 00:26:33,448
also, in addition to that profile, have a custom profile built.

329
00:26:33,448 --> 00:26:40,328
And be able to explain to the examiner that hey, my custom performance profile I've entered

330
00:26:40,328 --> 00:26:45,983
those numbers in but then I've also used the four flight profile, and I've found that I can get

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00:26:45,983 --> 00:26:52,302
the same results within like one gallon or so of planning and and two or three minutes of of

332
00:26:52,302 --> 00:26:58,063
planned time…with the foreflight profile So I verified both, but for the purpose of the check

333
00:26:58,063 --> 00:27:02,098
ride I might go ahead and recommend that you use the custom profile.

334
00:27:02,098 --> 00:27:06,098
So if you don't have one created you can just tap the the add

335
00:27:06,098 --> 00:27:10,653
basic performance profile, button that's on this profile page.

336
00:27:10,653 --> 00:27:17,033
And I'm I named mine checked ride and I loaded…
all eight fields.

337
00:27:17,033 --> 00:27:23,278
So the eight fields are my climb tree air speed my climb field flow and my climb flat per minute

338
00:27:23,278 --> 00:27:28,788
or yeah feet per minute So that's eighty knots ten gallons an hour and five hundred feet a minute.

339
00:27:28,788 --> 00:27:34,468
This is a little bit of a spitball I'm not pulling the assessment one seventy two manual out.

340
00:27:34,468 --> 00:27:38,143
I'm just saying Hey these are example numbers that are pretty close.

341
00:27:38,143 --> 00:27:42,918
And then the cruise I've got the cruise trigger speed of one fifteen and a cruise fuel flow of

342
00:27:42,918 --> 00:27:47,398
eight gallons an hour and then for the descent one fifteen seven gallons an hour and five

343
00:27:47,398 --> 00:27:52,118
hundred feet a minute So I've loaded all eight of those profiles.

344
00:27:52,118 --> 00:27:57,658
A crew, a performance profile only requires that you fill out the cruise information.

345
00:27:57,658 --> 00:28:02,348
So you could get away with just filling out a hundred and fifteen knots eight gallons an hour

346
00:28:02,348 --> 00:28:09,038
It's gonna use that for climb for descent, and cruise…
Now that is a little lazy

347
00:28:09,038 --> 00:28:14,343
…
But it may be good enough for your day to day flying.

348
00:28:14,343 --> 00:28:18,823
For the check ride I would highly recommend not doing that I would highly recommend that you

349
00:28:18,823 --> 00:28:22,838
have all eight of these fields filled out for your aircraft.

350
00:28:22,838 --> 00:28:28,278
And not only filled out but that you filled them out and verified that they are accurate.

351
00:28:28,278 --> 00:28:33,048
The way you do that is you top the tanks off, you know say you're you're with your instructor

352
00:28:33,048 --> 00:28:39,843
top the tanks off, Plan across country somewhere on foreflight, fly that plan as close to the

353
00:28:39,843 --> 00:28:43,443
plan as possible…
When you return to the

354
00:28:43,443 --> 00:28:47,288
field top the tanks back off you're evaluating two things.

355
00:28:47,288 --> 00:28:52,008
What was my estimated time that that flight took and what was my actual time?

356
00:28:52,008 --> 00:28:58,587
What's the difference there…
Right Did foreflight…get within a minute or two of my

357
00:28:58,587 --> 00:29:02,213
…actual time en route on both legs?

358
00:29:02,213 --> 00:29:07,093
And then the next thing is how much gas did I put back in So since you started off topped, and

359
00:29:07,093 --> 00:29:10,933
when you got back you topped it off you know exactly how much fuel you burned.

360
00:29:10,933 --> 00:29:17,178
Compare that with what the plan said you were gonna burn If you're within one or two gallons, that's pretty good.

361
00:29:17,178 --> 00:29:21,573
if you can get it tighter than that even better But that's what you need to do when you go out

362
00:29:21,573 --> 00:29:27,653
and do your cross countries with your instructor, is try to get a really good estimate before

363
00:29:27,653 --> 00:29:33,438
you leave and then evaluate that and see if it worked see if the plan worked as planned.

364
00:29:33,438 --> 00:29:38,958
If it didn't, you need to fix your performance profile in foreflight because this is not right.

365
00:29:38,958 --> 00:29:44,723
So we've got the performance profile set Again we used our custom profile.

366
00:29:44,723 --> 00:29:50,243
Now if you have a higher level of foreflight, and man the performance plus profile of

367
00:29:50,243 --> 00:29:54,483
foreflight I know it costs extra money but gosh it's really awesome.

368
00:29:54,483 --> 00:29:58,213
the amount of stuff you can do and how quickly you can do it.

369
00:29:58,213 --> 00:30:01,493
Especially when it comes to weight and balance and fuel planning.

370
00:30:01,493 --> 00:30:06,533
I would consider getting that you know but but that's just me I realized the stuff's expensive.

371
00:30:06,533 --> 00:30:09,808
So, you know you do you. but we scroll

372
00:30:09,808 --> 00:30:14,093
down and we've got our weights in here The weights are really important.

373
00:30:14,093 --> 00:30:20,013
Do I have the appropriate basic empty weight? That's gonna change with every every plane And so

374
00:30:20,013 --> 00:30:25,938
when you add an airplane into foreflight, and you just choose hey the one seventy two p, it's

375
00:30:25,938 --> 00:30:29,538
just gonna add I don't I don't know a basic empty

376
00:30:29,538 --> 00:30:33,298
weight there It's not gonna be the one for that aircraft though necessarily.

377
00:30:33,298 --> 00:30:39,263
So you wanna go to the signed weight and balance for the aircraft that you're flying and verify all this information.

378
00:30:39,263 --> 00:30:42,463
Make sure that the basic empty weight is accurate.

379
00:30:42,463 --> 00:30:45,903
Make sure that the max ramp weight take off weight and

380
00:30:45,903 --> 00:30:49,503
landing weight are the same for the model of aircraft that you're flying.

381
00:30:49,503 --> 00:30:55,448
There's some one seventy twos out there that have a lower max take off and ramp weight than

382
00:30:55,448 --> 00:31:01,288
others There's some one seventy twos that have an S t c that makes the ramp weight and take off

383
00:31:01,288 --> 00:31:07,683
weight higher So you wanna make sure that your weights in here are true to the aircraft that you are flying.

384
00:31:07,683 --> 00:31:12,403
Not just generic numbers that came from
when you selected it in foreflight.

385
00:31:12,403 --> 00:31:16,563
Next is our fuel policy. We wanna spend, a lot of time

386
00:31:16,563 --> 00:31:20,878
here, not that it takes a lot of time but we wanna make sure that all this is accurate.

387
00:31:20,878 --> 00:31:25,918
So first is our start taxi takeoff fuel. So this is the fuel that I'm gonna burn from the time

388
00:31:25,918 --> 00:31:29,198
I start the engine to the time that I take off.

389
00:31:29,198 --> 00:31:33,453
Foreflight automatically has one point one seven in here.

390
00:31:33,453 --> 00:31:40,093
we could do one point five that builds in a little slot Right It reduces our accuracy.

391
00:31:40,093 --> 00:31:44,783
So I might start with one point five if I do three or four cross countries, and I'm continually

392
00:31:44,783 --> 00:31:48,308
a half gallon off Maybe I go back to one point one.

393
00:31:48,308 --> 00:31:54,383
but if you're maybe operating out of a busy class bravo where you regularly spend forty five

394
00:31:54,383 --> 00:31:59,993
minutes on the ground, waiting to take off, maybe I'd increase this to two gallons.

395
00:31:59,993 --> 00:32:03,353
For start taxi take off But for now I've got one point five.

396
00:32:03,353 --> 00:32:09,348
total usable fuel Make sure it's accurate with your aircraft. For now we've got forty gallons set for total usable.

397
00:32:09,348 --> 00:32:13,193
in some one seventy two years you might see that you only have thirty eight gallons of usable

398
00:32:13,193 --> 00:32:16,233
fuel So make sure the usable fuel is accurate.

399
00:32:16,233 --> 00:32:21,193
Reserve policy. This is interesting. This is kinda new to foreflight.

400
00:32:21,193 --> 00:32:28,102
I can set a reserve policy based on different…standards, or I can do a manual

401
00:32:28,102 --> 00:32:33,173
So I can do a manual reserve fuel policy, or I can do a manual in minutes.

402
00:32:33,173 --> 00:32:38,980
And so I'm gonna choose to do manual in minutes and then make my default reserve sixty minutes

403
00:32:38,980 --> 00:32:42,288
So that is my default reserve that I'm gonna have.

404
00:32:42,288 --> 00:32:46,928
Next I'm gonna have all my filing information there We're not gonna spend a lot of time there.

405
00:32:46,928 --> 00:32:52,813
And the rest of this is more aligned with kinda international flight planning or instrument flight planning.

406
00:32:52,813 --> 00:32:59,373
Okay So now that I've got my weight and my fuel policy set for the aircraft, I'm ready to start my planning.

407
00:32:59,373 --> 00:33:04,358
So, first off I I like to start my planning on the maps page of foreflight.

408
00:33:04,358 --> 00:33:07,718
And this is just my technique. I like to start planning using

409
00:33:07,718 --> 00:33:11,318
the aeronautical layer and I actually turn the sectional layer off.

410
00:33:11,318 --> 00:33:17,713
I'll turn the sectional layer back on as required, but when my initial phases of planning I leave it off.

411
00:33:17,713 --> 00:33:23,423
I I chose a couple of airports up in Idaho So we're gonna do from we're gonna go from Caldwell,

412
00:33:23,423 --> 00:33:30,163
Idaho, down to, Gooding municipal, which is in Gooding Idaho.

413
00:33:30,163 --> 00:33:35,683
So those are my two points. And so right now I just have my aeronautical layer and I've got a

414
00:33:35,683 --> 00:33:39,118
direct, straight line in between my two points.

415
00:33:39,118 --> 00:33:44,433
That's how I'm gonna start this. And then I'm gonna make sure that I have my aircraft selected

416
00:33:44,433 --> 00:33:48,223
and I'm gonna make sure that I have my checkride profile, which I have

417
00:33:48,223 --> 00:33:52,143
loaded and I can hit the edit window to make sure all those numbers are accurate.

418
00:33:52,143 --> 00:33:56,863
So I've got that loaded. And next I'm gonna plan my altitude.

419
00:33:56,863 --> 00:34:00,928
In this case, Windscom at five thousand five hundred.

420
00:34:00,928 --> 00:34:06,688
So I'll choose that Five thousand five hundred. So again with the performance plus version, I

421
00:34:06,688 --> 00:34:11,568
can look at my profile, and I can actually see that five thousand five hundred is not gonna

422
00:34:11,568 --> 00:34:17,927
work at least in a straight line because I'm gonna impact terrain…
looks like in fifty six

423
00:34:17,927 --> 00:34:23,848
nautical miles I'm gonna hit a mountain So obviously that is less than ideal That's not a good plan.

424
00:34:23,848 --> 00:34:30,208
so I need to either increase my altitude or I need to change my route of flight to avoid that mountain.

425
00:34:30,208 --> 00:34:36,493
I like how the performance, plus profile gives you all this information and are really easy to

426
00:34:36,493 --> 00:34:42,768
to digest…you know way I can just look at this picture and say oh yeah This is where I need to

427
00:34:42,768 --> 00:34:48,048
change my route of flight I can long press and see, okay there's the red dot or I'm gonna

428
00:34:48,048 --> 00:34:51,993
impact terrain And sure enough I'll look down here on the map and I can see that.

429
00:34:51,993 --> 00:34:56,793
So it looks like I'm gonna need to pick some points to avoid that terrain there.

430
00:34:56,793 --> 00:35:02,313
So quick and dirty way to do that is a I'm gonna use the rubber band feature and I'm gonna

431
00:35:02,313 --> 00:35:06,608
rubber band my route over to this mountain home airport.

432
00:35:06,608 --> 00:35:10,528
Airports tend to be good checkpoints because they're easy to see from the air.

433
00:35:10,528 --> 00:35:16,443
so that that's a good,
pilotage…point to use for my pilotage and dead reckoning because

434
00:35:16,443 --> 00:35:20,027
remember we can't use Nav Aidids on this planning session

435
00:35:20,027 --> 00:35:23,627
here This has to be VFR with pilotage and dead reckoning only.

436
00:35:23,627 --> 00:35:28,552
we can use Navaids for kind of extra information if you want but you can't use them as primary

437
00:35:28,552 --> 00:35:33,797
You have to be able to to navigate by a looking outside and seeing the checkpoints.

438
00:35:33,797 --> 00:35:38,037
Okay So now I've got my basic route of flight I look at my profile now.

439
00:35:38,037 --> 00:35:44,938
Hey this looks great I've got, you know midway through I'm clearing that, high train looks I'm

440
00:35:44,938 --> 00:35:48,058
I'm gonna have eighteen hundred feet of clearance.

441
00:35:48,058 --> 00:35:54,298
So back to proper altitude selection…
is eighteen hundred feet enough That's less than two

442
00:35:54,298 --> 00:35:59,653
thousand feet If you were to lose an engine that's not a lot of time for you to pick out a place to land.

443
00:35:59,653 --> 00:36:03,733
It looks like just hey this is Idaho and the field elevation.

444
00:36:03,733 --> 00:36:09,973
Looks like it might be a fewer, you know, great forced landing areas than normal.

445
00:36:09,973 --> 00:36:15,778
So maybe I wanna change my altitude instead of fifty five hundred Let's go seventy five hundred

446
00:36:15,778 --> 00:36:18,798
, and I can do that on the profile page there.

447
00:36:18,798 --> 00:36:24,638
Now I have midway through the flight at the high train point I've got thirty two hundred feet of clearance.

448
00:36:24,638 --> 00:36:31,273
So I'm meeting back you know what we were talking about before that…
knowledge topic

449
00:36:31,273 --> 00:36:36,688
, k two altitude selection I've got a good altitude selected now.

450
00:36:36,688 --> 00:36:43,120
Okay. I can also see in my profile view how I am am just gonna be cutting the corner

451
00:36:43,120 --> 00:36:48,333
of the Boisie class Charlie I'm gonna be flying into that class Charlie airspace.

452
00:36:48,333 --> 00:36:54,808
Of course right now four flights assuming that I'm gonna take off from, Caldwell, and as soon

453
00:36:54,808 --> 00:36:57,823
as I take off good directly on course Well that's probably

454
00:36:57,823 --> 00:37:00,943
not accurate Right That's not what's actually gonna happen.

455
00:37:00,943 --> 00:37:05,418
what's actually gonna happen is let's say the winds favoring runway three zero.

456
00:37:05,418 --> 00:37:11,388
So if we make Caldwell here full screen we go to runway We can see that runway three zero is right hand traffic.

457
00:37:11,388 --> 00:37:14,748
So we're gonna take off going to the northwest but our flight

458
00:37:14,748 --> 00:37:18,428
plan is going to the southeast So we're going the wrong way We need to turn around.

459
00:37:18,428 --> 00:37:22,908
We need to add that to our plan because that's gonna affect our timing and our fuel.

460
00:37:22,908 --> 00:37:29,633
So a real quick way to do that would be to use the measurement tool…and measure out about two minutes.

461
00:37:29,633 --> 00:37:34,993
So I can roughly see where two minutes.
So I'm gonna fly upwind for two minutes.

462
00:37:34,993 --> 00:37:39,633
So then I can use that rubber band feature and drag it over there about two minutes on the

463
00:37:39,633 --> 00:37:43,478
upwind Doesn't have to be precise, but pretty close.

464
00:37:43,478 --> 00:37:50,433
And then I can use the rubber band feature again to add a waypoint for my,
frostwind to downwind turn.

465
00:37:50,433 --> 00:37:54,388
And now I've got my upwind crosswind and

466
00:37:54,388 --> 00:37:59,108
downwind right hand traffic departure out of Caldwell on course.

467
00:37:59,108 --> 00:38:04,228
This would be a really good way for you to to do that planning And you see how easy that was in foreflight?

468
00:38:04,228 --> 00:38:09,843
Super easy. And now when I go back to my profile view because I'm spending the time climbing in

469
00:38:09,843 --> 00:38:14,883
the upwind crosswind and downwind now I'm actually flying over the class Charlie airspace.

470
00:38:14,883 --> 00:38:19,123
So as part of the scenario the examiner might say well now that you're not flying through the

471
00:38:19,123 --> 00:38:24,383
class Charlie, what equipment do you need to legally fly over a class Charlie Of course the

472
00:38:24,383 --> 00:38:29,343
right answer is you have to have ADSP to fly over Charlie You don't need ADS to fly underneath

473
00:38:29,343 --> 00:38:35,823
Charlie but you do have to have…
ADSP to fly over it So that might be a knowledge topic.

474
00:38:35,823 --> 00:38:42,218
And then he might say well, what else would be a good idea…to to do while you're flying over

475
00:38:42,218 --> 00:38:45,563
that class Charlie And this is more of a risk management question.

476
00:38:45,563 --> 00:38:51,003
Course the risk management answer here is well sir I'm gonna have flight following, and I'll be

477
00:38:51,003 --> 00:38:54,683
talking to Boise approach so they can vector me around any traffic that might be

478
00:38:54,683 --> 00:38:58,438
coming in or leaving the Boise Airport class Charlie.

479
00:38:58,438 --> 00:39:01,483
Because even though I could fly over that without talking to anybody

480
00:39:01,483 --> 00:39:04,918
from a risk management standpoint it wouldn't be a great idea.

481
00:39:04,918 --> 00:39:09,318
So you can see how I've used the EFB to cover both knowledge

482
00:39:09,318 --> 00:39:13,893
and risk management topics out of task d And that's all kind of happened organically.

483
00:39:13,893 --> 00:39:18,133
Right We haven't just had to ask rote questions.

484
00:39:18,133 --> 00:39:21,573
They're all scenario based So I kinda like how that works.

485
00:39:21,573 --> 00:39:27,773
Alright So back to our four flight plan, now I need to pick a couple checkpoints…because,

486
00:39:27,773 --> 00:39:31,933
looking down here at my skills, I have to see that
prepare

487
00:39:31,933 --> 00:39:36,243
present and explain cross country flight plan to the first field stop That's skill one.

488
00:39:36,243 --> 00:39:40,883
So in this case our flight we're probably not gonna need a field stop The total flight distance

489
00:39:40,883 --> 00:39:44,403
only a hundred and four miles and it's only fifty six minutes So we probably

490
00:39:44,403 --> 00:39:47,923
don't need a field stop So in this case we could brief all of it.

491
00:39:47,923 --> 00:39:51,418
So choosing our…our VFR checkpoints.

492
00:39:51,418 --> 00:39:56,618
Again foreflight makes it super easy I can see I've got a VFR checkpoint right here If I use the

493
00:39:56,618 --> 00:39:59,738
rubber band feature to slide it over, I can

494
00:39:59,738 --> 00:40:03,623
select that the Kuna VFR checkpoint.

495
00:40:03,623 --> 00:40:09,038
And then my next checkpoint I can just follow these railroad tracks that leave here at Acuña

496
00:40:09,038 --> 00:40:14,798
until they make a little intersection…intersection here, and I can select that So I've got

497
00:40:14,798 --> 00:40:18,398
Acuña VFR checkpoint, and then I have where the railroad tracks

498
00:40:18,398 --> 00:40:22,783
y And that's just north of this restricted airspace.

499
00:40:22,783 --> 00:40:27,423
And if I long press the restricted airspace that's r thirty two zero three delta.

500
00:40:27,423 --> 00:40:33,913
Four flight will highlight it in green I can tap on details and see,
what frequency I need to

501
00:40:33,913 --> 00:40:40,393
be talking to to see if that restricted airspace is hot or not and I can see the upper and lower

502
00:40:40,393 --> 00:40:45,863
limit of that restricted airspace So I can see that if I'm just a few miles south, let's see

503
00:40:45,863 --> 00:40:49,338
exactly…how far off course I have to be.

504
00:40:49,338 --> 00:40:56,298
So if I'm just two miles south of course I'm gonna be in that restricted airspace…
But

505
00:40:56,298 --> 00:41:00,938
as long as I can see that railroad track I can just say Hey the way I'm gonna manage that risk

506
00:41:00,938 --> 00:41:05,033
is I'm gonna stay north of that railroad.

507
00:41:05,033 --> 00:41:10,553
And as long as I'm north of that railroad, I won't enter that restricted airspace.

508
00:41:10,553 --> 00:41:13,648
So I just need to make sure I see that airspace.

509
00:41:13,648 --> 00:41:20,498
A way to back up my my GPS because your GP might turn that off for you, is I can measure

510
00:41:20,498 --> 00:41:27,488
the distance from the the Boise VOR…and maybe give myself a little slop and say, Hey my

511
00:41:27,488 --> 00:41:33,883
limit is…I I when I'm approaching that way point, I wanna be no further than

512
00:41:33,883 --> 00:41:36,923
thirteen DME off the Boise VOR.

513
00:41:36,923 --> 00:41:41,723
That would be a way to check that And as long as you're thirteen mile DME south of that Boise

514
00:41:41,723 --> 00:41:45,298
VOR, you're going to avoid that restricted airspace.

515
00:41:45,298 --> 00:41:48,738
Okay So I've chosen a couple of VFR waypoints.

516
00:41:48,738 --> 00:41:55,693
I I'm not you know, I'm not gonna go on the entire check right here because just for the sake of time.

517
00:41:55,693 --> 00:42:01,268
But you can see my decision process in choosing this and how I might present it to the evaluator.

518
00:42:01,268 --> 00:42:06,308
So now when I'm finally done with all this I'm gonna tap this into and I'm gonna send it to flights.

519
00:42:06,308 --> 00:42:11,790
So this is a really important section for you to have understanding on is in the flights section

520
00:42:11,790 --> 00:42:18,613
I wanna be able to I can set my departure time my departure destination, my alternate airport.

521
00:42:18,613 --> 00:42:21,973
Four flight will also give me take off and landing data.

522
00:42:21,973 --> 00:42:25,978
if that's something that you're gonna you only get the takeoff and landing data with performance

523
00:42:25,978 --> 00:42:30,938
plus If you have a basic profile you're not gonna get that So you're gonna need to manually calculate it.

524
00:42:30,938 --> 00:42:34,398
But I'll just show you how this works real quick If I tap on takeoff

525
00:42:34,398 --> 00:42:39,633
…
here for my takeoff and I'm gonna take off runway three zero.

526
00:42:39,633 --> 00:42:42,773
I can do that and then I can add a safety factor

527
00:42:42,773 --> 00:42:47,228
, which I'm gonna add a a hundred percent safety factor.

528
00:42:47,228 --> 00:42:53,543
So basically, I'm gonna double the distance required, and I'm gonna see that hey my, my total

529
00:42:53,543 --> 00:42:58,638
distance that I need is two thousand five hundred and sixty feet for takeoff.

530
00:42:58,638 --> 00:43:04,018
that's really good information. Right I can go back here and take it to a safety factor of one

531
00:43:04,018 --> 00:43:09,893
, and I can see that I've got a hundred and twenty eight feet total distance and it will give me

532
00:43:09,893 --> 00:43:14,128
my ground role…
and my climb rate all that information.

533
00:43:14,128 --> 00:43:19,648
I can tap on emergency return And if I want emergency return to runway three zero, it's gonna

534
00:43:19,648 --> 00:43:26,353
say okay Coming back around…
re returning…to base immediately, my total landing

535
00:43:26,353 --> 00:43:29,633
distance is gonna be one thousand three hundred and forty feet.

536
00:43:29,633 --> 00:43:34,433
So these are some really cool features here. It's giving me all this information readily

537
00:43:34,433 --> 00:43:40,758
available I can tap on summary…and it gives me my, all my landing information for that

538
00:43:40,758 --> 00:43:46,118
airport and the emergency return I can print that out have that ready for the check ride.

539
00:43:46,118 --> 00:43:51,063
I think it would be you know I would be pretty impressed if you showed that level of command of

540
00:43:51,063 --> 00:43:55,783
your EFB…in your private pilot check Right That would be a little above and beyond.

541
00:43:55,783 --> 00:44:01,428
If you feel comfortable doing that and I think it's very attainable, you know it does cost some money to do that.

542
00:44:01,428 --> 00:44:05,348
I think that'd be a good idea for your check ride to show that hey I've got all these tools

543
00:44:05,348 --> 00:44:09,668
available to me Here's how I'm using them to be a safer pilot.

544
00:44:09,668 --> 00:44:12,708
Okay So we've got our departure destination select.

545
00:44:12,708 --> 00:44:16,183
We we're gonna double check that our aircraft…is the

546
00:44:16,183 --> 00:44:20,103
appropriate aircraft selected and that we have our performance profile selected.

547
00:44:20,103 --> 00:44:23,543
And now we're gonna take our first look at the nav log.

548
00:44:23,543 --> 00:44:28,793
when we open the nav log we're always gonna hit refresh make sure we're looking at the the latest version.

549
00:44:28,793 --> 00:44:34,393
And we have a couple options on the nav log We can do a standard nav log or a basic nav log.

550
00:44:34,393 --> 00:44:40,153
So looking at the basic nav log first, it makes writing on it a lot easier So I can share this

551
00:44:40,153 --> 00:44:44,798
to four flight documents I can use the Apple Pencil to fill out all these different fields.

552
00:44:44,798 --> 00:44:47,838
But it doesn't give me fuel information.

553
00:44:47,838 --> 00:44:53,278
It doesn't present the fuel information like I want it So I prefer the standard profile.

554
00:44:53,278 --> 00:44:58,638
Looking at the standard profile, up here at the very top I see my block fuel a seventeen point

555
00:44:58,638 --> 00:45:04,253
four gallons, My taxi fuel is one point five gallons Remember we loaded that in our aircraft profile.

556
00:45:04,253 --> 00:45:09,213
My flight fuel is nine point four gallons, and my reserve is eight gallons Remember that's that

557
00:45:09,213 --> 00:45:12,278
sixty minute fuel reserve that we wanted to add?

558
00:45:12,278 --> 00:45:17,398
I have zero extra fuel when I land and I have exactly eight gallons when I land.

559
00:45:17,398 --> 00:45:21,798
So…I need seventeen point four gallons at take off.

560
00:45:21,798 --> 00:45:28,423
So for flight at the performance plus, it wants you to be efficient So it's not giving you any extra fuel.

561
00:45:28,423 --> 00:45:32,343
Well putting seventeen point four gallons in a one seventy two First of all that's kind of

562
00:45:32,343 --> 00:45:36,023
difficult Right Because the fuel gauges aren't that accurate.

563
00:45:36,023 --> 00:45:39,703
we got the little dipsticks I guess we can dip the tanks and see and then we

564
00:45:39,703 --> 00:45:43,653
could try to, put in the exact amount that we need.

565
00:45:43,653 --> 00:45:47,813
To me that's a little unsustainable, not real realistic. Most of the time what we're doing is

566
00:45:47,813 --> 00:45:52,788
we're topping the tanks off Right So let's go down here and and see we're gonna change this to

567
00:45:52,788 --> 00:45:58,903
have two people on board, and we're gonna go max fuel policy So we're gonna take as much gas as

568
00:45:58,903 --> 00:46:02,768
possible, in this case thirty eight gallons usable fuel.

569
00:46:02,768 --> 00:46:08,288
So now let's go back to our nav log and see what's changed here Set to refresh, we see our

570
00:46:08,288 --> 00:46:13,248
block fuel is thirty eight gallons so topped off one point five for taxi, nine point four for

571
00:46:13,248 --> 00:46:19,383
flight fuel Reserve is eight and we have twenty point six extra gallons, and twenty eight point

572
00:46:19,383 --> 00:46:23,863
six gallons of fuel at landing That's what we're planning on.

573
00:46:23,863 --> 00:46:27,463
So obviously this is more fuel than we need.

574
00:46:27,463 --> 00:46:34,363
And the way I might tweak this in a check ride is I might say Hey when you show up

575
00:46:34,363 --> 00:46:39,163
,
to the plane I arrive in a an SUV and two guys get out

576
00:46:39,163 --> 00:46:44,203
with me And we're all three wanting to ride along So now you've got three people.

577
00:46:44,203 --> 00:46:48,598
Let me see each of us weigh two hundred pounds So all four of us together including you we're

578
00:46:48,598 --> 00:46:53,398
all two hundred pounds So now we have four people at two hundred pounds.

579
00:46:53,398 --> 00:46:58,118
And then we each brought twenty pounds of baggage So we have eighty pounds of baggage.

580
00:46:58,118 --> 00:47:03,858
Can we go? Well as I've been telling you this I've been plugging it into foreflight And already

581
00:47:03,858 --> 00:47:10,813
I got a red error and I can see that our max landing weight is exceeded by twenty eight pounds.

582
00:47:10,813 --> 00:47:14,413
So our ramp weight is exceeded by thirty eight pounds.

583
00:47:14,413 --> 00:47:18,518
So we we cannot do this flight Even with our min

584
00:47:18,518 --> 00:47:22,838
fuel…of eighteen gallons we're still overweight.

585
00:47:22,838 --> 00:47:26,438
So I might ask you well can we do the flight at all or we

586
00:47:26,438 --> 00:47:30,823
just, you know out of luck and we're gonna have to cancel all mission?

587
00:47:30,823 --> 00:47:34,903
You could say well we gotta cancel the mission There's no way we can do it.

588
00:47:34,903 --> 00:47:39,543
But that's not actually accurate There is a way we could still do this flight.

589
00:47:39,543 --> 00:47:45,358
And by using foreflight you could do that relatively quickly Let's take out Remember we had u

590
00:47:45,358 --> 00:47:48,558
seventy six which is mountain home as a checkpoint.

591
00:47:48,558 --> 00:47:54,718
Well now let's add that as our destination That's only sixty miles away It only takes us thirty four minutes.

592
00:47:54,718 --> 00:48:00,078
So now let's we've essentially made a new flight plan to mountain home We'll send that to

593
00:48:00,078 --> 00:48:06,493
flights…
and we'll load this up the same exact way We'll load it with four two hundred pound

594
00:48:06,493 --> 00:48:13,143
passengers with eighty pounds…of gas, and we go to, min fuel

595
00:48:13,143 --> 00:48:18,059
, and we have the errors of our max landing weight exceeded by Twenty eight pounds ramp weight

596
00:48:18,059 --> 00:48:20,258
exceeded by sixty pounds So even changing our destination to something much closer

597
00:48:20,258 --> 00:48:27,603
…

598
00:48:27,603 --> 00:48:34,103
we we still can't do it We go to our nav log here…
And we can see that

599
00:48:34,103 --> 00:48:38,718
…
our fuel, our block fuel taxi fuel flight

600
00:48:38,718 --> 00:48:43,353
fuel everything looks correct, and we're still overweight.

601
00:48:43,353 --> 00:48:49,993
So I might press you as the examiner of well man I really need to make this flight I just wanna see if it's possible.

602
00:48:49,993 --> 00:48:55,753
So for that you have to remember oh yeah I set my fuel policy of sixty minutes which isn't the

603
00:48:55,753 --> 00:49:02,548
legal limit Right The legal requirement for fuel policy is actually thirty minutes So if I have

604
00:49:02,548 --> 00:49:06,678
performance plus I can go down here to my reserve

605
00:49:06,678 --> 00:49:11,183
fuel, and I can change the policy…to thirty minutes.

606
00:49:11,183 --> 00:49:17,668
Of flight field there K So let's change it to thirty and now go back And I can still see man

607
00:49:17,668 --> 00:49:23,838
we're we exceeded our landing weight by four pounds and ramp weight by thirty six pounds.

608
00:49:23,838 --> 00:49:27,123
So again as the examiner I'm pressing you Hey I really need to do this flight

609
00:49:27,123 --> 00:49:30,558
So I can look at well we we gotta take all four people.

610
00:49:30,558 --> 00:49:35,518
How about the baggage could each person take out ten pounds let's say.

611
00:49:35,518 --> 00:49:41,593
So instead of eighty pounds we're just gonna take forty pounds of fuel What does that do And

612
00:49:41,593 --> 00:49:45,913
there we go Sure enough Now…
we are legal for the flight.

613
00:49:45,913 --> 00:49:50,873
So what I just did there through that exercise is by throwing these challenges at you and

614
00:49:50,873 --> 00:49:56,563
forcing you to calculate it you show me that you understand how to use your EFB in a weight and

615
00:49:56,563 --> 00:50:02,453
balance situation for planning for fuel, and that's meeting, skill four which is recalculate

616
00:50:02,453 --> 00:50:06,208
fuel reserves based on a scenario provided by the evaluator.

617
00:50:06,208 --> 00:50:13,088
So we just accomplished that Right? So these are just some examples of scenarios I could use with the EFB.

618
00:50:13,088 --> 00:50:18,368
Finally when you're ready to file you go to proceed to file.
I'm gonna need to see you do this

619
00:50:18,368 --> 00:50:24,288
what you could do to head it off is if you send two you prepare a flight plan form, save it to

620
00:50:24,288 --> 00:50:31,133
your four flight files Now when I go to my document section of four flight, I've got a flight

621
00:50:31,133 --> 00:50:35,933
plan an international flight plan form pulled up I can print this off put it with my check ride

622
00:50:35,933 --> 00:50:40,733
folder or just present it to the DPE at the beginning of this task.

623
00:50:40,733 --> 00:50:43,853
And I'm not even gonna ask hey you clearly know how to file the flight

624
00:50:43,853 --> 00:50:47,228
plan because you already have prepared and it's in the appropriate format.

625
00:50:47,228 --> 00:50:50,428
Hey that's great You know there's no questions there.

626
00:50:50,428 --> 00:50:53,788
Okay So now real quick at the end of this how do we

627
00:50:53,788 --> 00:50:57,788
manage this from a risk management standpoint?

628
00:50:57,788 --> 00:51:01,783
Forflight, is man this does sound like a four flight commercial I

629
00:51:01,783 --> 00:51:06,023
promise I'm not sponsored here but four flight makes it really easy.

630
00:51:06,023 --> 00:51:11,388
If I go to the checklist of four flight
for I can hit the plus button and scroll to the very

631
00:51:11,388 --> 00:51:16,113
bottom of templates and I've got an EFB preflight template.

632
00:51:16,113 --> 00:51:19,873
So if you're following along on YouTube I want you to do that and pull

633
00:51:19,873 --> 00:51:23,713
up your preflight planning checklist is what I name it.

634
00:51:23,713 --> 00:51:29,808
And this has a a checklist that takes me through risk management for my EFB So let's look at

635
00:51:29,808 --> 00:51:35,168
some of these things Hey is my primary iPad charged Is my secondary iPad charged?

636
00:51:35,168 --> 00:51:41,883
Do you have a secondary iPad? If you are like wait a second seth I don't have a secondary iPad.

637
00:51:41,883 --> 00:51:46,973
What you can do is you can take this checklist You can go to edit and you can delete secondary

638
00:51:46,973 --> 00:51:51,883
iPad…because I don't have one but I do have an iPhone.

639
00:51:51,883 --> 00:51:57,468
So I'm gonna leave that on there. I've got a primary iPad and iPhone They're both charged Other

640
00:51:57,468 --> 00:52:00,909
portables, a is my stratus or my century charged.

641
00:52:00,909 --> 00:52:04,428
Yep My backup battery. That might be my risk management.

642
00:52:04,428 --> 00:52:11,294
Right Maybe…I don't have…
an iPhone, but I have a backup battery.

643
00:52:11,294 --> 00:52:14,413
There may be times where that hey that's not enough risk management If

644
00:52:14,413 --> 00:52:17,693
I'm doing instrument I'm not just gonna rely on a backup battery.

645
00:52:17,693 --> 00:52:24,238
If I'm doing a short cross country in VMC conditions, I might go with just an iPad and not have

646
00:52:24,238 --> 00:52:30,164
a backup other than a backup battery or charging cables, but I need some way to charge it Right

647
00:52:30,164 --> 00:52:33,358
I need some risk management here So for the check right I would highly

648
00:52:33,358 --> 00:52:36,963
recommend you have the iPad and the iPhone combo.

649
00:52:36,963 --> 00:52:40,584
If you're I I happen to be an iPad and

650
00:52:40,584 --> 00:52:44,478
, Android user long term or long time Android user.

651
00:52:44,478 --> 00:52:50,853
So on Android, I have some of the charts There's other EFB solutions that you can use on Android.

652
00:52:50,853 --> 00:52:55,463
I know you can't use foreflight No They'll never move over to Android for a lot of other reasons

653
00:52:55,463 --> 00:52:59,653
We won't get into there but you need to have some sort of backup.

654
00:52:59,653 --> 00:53:04,463
So for me I I have a iPad and then I have iPad mini

655
00:53:04,463 --> 00:53:09,498
So I actually don't use an iPhone I use a primary iPad and backup iPad.

656
00:53:09,498 --> 00:53:15,138
anyway, that's a good risk management tool here So I can go through all this checklist here I

657
00:53:15,138 --> 00:53:22,013
can go to my data and make sure hey my iOS is up to date My four flights update All my, downloads are done.

658
00:53:22,013 --> 00:53:28,038
for you know moving along I can go to my weather Hey did I do the weather advisories?

659
00:53:28,038 --> 00:53:34,588
synopsis, my current weather Windsoraloft, all that stuff Flight planning Hey did I do my weight and balance?

660
00:53:34,588 --> 00:53:38,588
Did I get my root altitudes and estimated time and

661
00:53:38,588 --> 00:53:43,093
departure my FPL did I send it to flights Did I enter my fuel planning?

662
00:53:43,093 --> 00:53:48,613
Did I view my nav log Did I complete my briefing Oh yeah I didn't do that So I can go back to flights.

663
00:53:48,613 --> 00:53:52,613
Tap on briefing and make sure I open up the briefing.

664
00:53:52,613 --> 00:53:57,468
Let it load and go through each of this each of these sections here.

665
00:53:57,468 --> 00:54:02,108
So each of these sections once I complete it foreflight will keep the fact that you completed

666
00:54:02,108 --> 00:54:08,264
this briefing on their database, for twenty days So it acts as kind of a backup of proof that

667
00:54:08,264 --> 00:54:13,408
you did a briefing So that's a really good tool So back to the checklist final actions, hey I

668
00:54:13,408 --> 00:54:19,408
wanna update weather I wanna check my flight messages I do that on flights, and your flight

669
00:54:19,408 --> 00:54:22,944
messages would appear right here in that text box window.

670
00:54:22,944 --> 00:54:28,143
Then my weight and balance is up to date and then my FPL I wanna pack Oh okay So I go back to

671
00:54:28,143 --> 00:54:31,423
flights scroll all the way to the bottom, and I hit pack.

672
00:54:31,423 --> 00:54:38,198
And that's gonna pack all of my comments weather airport notams, airport Ahas, and
three d,

673
00:54:38,198 --> 00:54:42,758
aerial imagery The Ahas that's a military thing Don't worry about that But it'll pack up all

674
00:54:42,758 --> 00:54:47,558
those things So I have access to them even when I don't have a data link So that's important

675
00:54:47,558 --> 00:54:54,099
that you do that I'll go back Hey all batteries, backup iPhone, everything's…charged and

676
00:54:54,099 --> 00:54:58,499
then the the backup iPad or iPhone is matched So I've

677
00:54:58,499 --> 00:55:03,619
actually…logged in to foreflight on both devices and they both match Right?

678
00:55:03,619 --> 00:55:09,759
And then, all batteries and cables are charged So that's an example of how I can manage risk

679
00:55:09,759 --> 00:55:16,589
using a built in function of my EFB…on using an EFB So that would meet up that that r

680
00:55:16,589 --> 00:55:23,434
seven requirement of use of an electronic flight bag for risk management standpoint using that checklist.

681
00:55:23,434 --> 00:55:29,194
That basically checks the box off there. So that's a real I would say real quick but we spent

682
00:55:29,194 --> 00:55:34,314
about an hour going through task d on how you would plan a cross country flight plan using the

683
00:55:34,314 --> 00:55:41,289
EFB and some of the questions that an examiner may ask you during the check ride and how that would work out.

684
00:55:41,289 --> 00:55:45,284
I hope you consider foreflight It's man it's such a good tool.

685
00:55:45,284 --> 00:55:51,064
and then I hope you also consider the Ace Guide check it out It makes studying for this stuff

686
00:55:51,064 --> 00:55:57,219
really, a lot easier I think because it just puts all the manuals there at your fingertips.

687
00:55:57,219 --> 00:56:02,384
stay tuned for upcoming episodes It looks like our next episode we're gonna go into National

688
00:56:02,384 --> 00:56:05,799
AirSpace So we're gonna talk all all about airspace

689
00:56:05,799 --> 00:56:08,949
So if you got airspace questions stay tuned for that next

690
00:56:08,949 --> 00:56:12,304
episode. Thank you so much for watching We'll see you.