VOR Navigation is Simple... Right? // Private Pilot Ground School
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- Опубликовано: 18 май 2024
- No more stress about VOR navigation! John King is here to give you some simple tools that will have you working that VOR like a pro.
This video an excerpt from the Private Pilot Ground School & Test Prep Course. To see the rest of the course: kingschools.com/ground-school...
00:00 - The Basics
1:34 - Using an Easy Paper Aid
3:05 - How to Use the Aid
5:02 - Example 1 From Your Test
7:01 - Example 2
8:17 - Example 3
That’s just the best explanation I ever heard. Many thanks!
Glad it was helpful!
That diagram!!!!!! That was it! THANK YOU SO MUCH!!!
You're welcome!
Thank you sir, it was pretty easy to understand.
✝️📖✝️
You have great teaching skill
Good job👍
I appreciate that!
Thank-you for the video, it was a great explanation!
You're very welcome!
thank you so much
You're welcome!
You saved me with this video!! I was getting so frustrated and couldn't understand until now. Thank you (:
Glad it helped!
Thanks a lot you the best........
You're welcome!
Awesome 😎😎😎😎😎😎
At 7:50 minutes, where did you get 016 degrees? Love your videos by the way.
Look at the compass rose of the VOR where the red arrow acrosses it and it's exactly on 016 Radial and if you pay attention the radials of to the right of the red arrow increase while of to the left decrease but the red arrow is located roughly on 016 radial hope that makes sense :)
And as always, you flight instructors are forgetting something.
When you have explained all the ways that VOR and OBS works, you have students starting to set the VOR settings 250 miles from the station, og students flying in valleys or behind mountains....
Why don't you, and this goes for all instructors, explain the distances that limits the use of an VOR station, or the impact mountains have on it ???
Now i to am a pilot in real life, and i can find soo many explanations on this subject, but no one are explaining the limits...
You are supposed to check if the VOR is operational by checking for its Morse code every time you use it anyways, regardless of terrain or distance...
@@OortCloud so you would find it reasonable to start from a distance of 250 miles? It’s not even possible to find the VOR direction which you have to, to find the station.
@@DjankoDK Dude. Its logical. No normal student pilot is gonna try to find a VOR from 250 miles away.
Do they still test pilots on this old junk?
Yes they do
Why not use a sextant for ship navigation? VOR is like the horse-and-buggy of navigation. It's a waste of resources to build aircraft with VOR technology. GPS made it obsolete. VOR is OLD technology, and should be shut down. Even dead reckoning with electronic gyros can give better results.
Because the FAA is still testing for VOR knowlege, so take it up with them I suppose.
@@KingSchools lmao 🤣
It will be there if your GPS fails. It’s not about learning one thing because it nullifies another. It’s about learning to use all available resources no matter what. VOR is still an available resource, therefore we learn it. We also learn GPS.
Because WHEN (not if) the constellation goes down, or when your GPS is unreliable (NOTAM'd out in a large area-happens a lot out west - NM/OK) the FAA has decided to navigate you to the LOC/ILS IAF via VORMON (VOR Minimum Operational Network). So, it doesn't matter how advanced the GPS is, you would have to know this in order to use the equipment on your airplane to get you down safely. In the last four years, I have been on a long x-cntry at least three times when the FAA has NOTAM'd out GPS as unreliable or unavailable AFTER I departed (because sometimes the guys in the white lab coats with the pocket protectors give little to no warning). For at least 45 minutes, I heard loud whining noises on COMM 1 from airliners overly concerned (almost panicked) because all three of their on-board GPS/Inertial combo units were flagging unreliable. My one G750 was depicting me 20 miles right of my actual position, but I recognized the issue and then 15 minutes or so into the anomaly heard the ZKC Center controller confirming my assessment (he read the NOTAM), I already had both VOR receivers tuned into the two stations that anchor that particularly long stretch of airway. I could see by deflection, time and wind how far I was from the Victor airway. I simply realigned myself with the airway to clear the mountains either side. Much safer than buying what the GPS was selling. I was also able to ask for/receive clearance immediately for higher, since I knew my exact location (😏 with a little cross tuning). We are scheduled to lose 429 or 439 VORs East of the Mississippi, leaving us with VORMON to act as a safety net in the event of unreliable/unavailable GPS. The plan is to keep all the "mountain valley route defining" stations out West for obvious reasons. THIS is why we still need to understand how to interpret VOR nav.
Still confused
FD I WANT YOU TO STUDY HARDER.......,
If you use simple pronounciation it will be more useful