TAS and GPH - XC Flight Planning (Private Pilot Lesson 14j)

Explanation of where to find the true airspeed and gallons per hour when planning a cross country flight plan.
Cross Country Steps: bit.ly/FSOG-XC-Steps
Cross Country NavLog: bit.ly/FSOG-Nav-Log
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[@nemiaidid]

Highly appreciate these videos ma'am. You are a gifted teacher. Succinct, informative and easy to understand. I have learned much by watching your videos over the years.

[@mikecoffee100]

Exactly what I needed to help make VFR cross planning a little easier Thank You

[@njbpaul]

Thanks very much for posting these videos. You are a born teacher. God bless

[@picolamus1112]

Perfect timing

[@treetopflyer5930]

Hi Syndy, sometimes airplane manual miss the top of club graphic.. in that case we use the cruise performance right?

[@brianb5594]

Good review for when I take my CFI refresh ride...

[@badgerfishinski6857]

This is like doing taxes. Not fun but necessary

[@badgerfishinski6857]

SO if I am departing PHX in January when the Takeoff Climb OAT is 12C, and then departing PHX in August when the Takeoff OAT is 40C, you are saying an IAS of 80KIAS is going to be 80TAS in both enviornmental conditions? Do you think there would realistically be a difference given this scenario? Please help explain. Thank you so much Cyndy.

[@gregsmith1089]

Everyone feel free to do some neck stretches after this video

[@arazali4002]

Hi Cyndy I would like to ask about using E6B computer I am not a pilot but since my childhood I loved to become a pilot anyway my question is I looked at other flight instructors videos when they were explaining wind correction in relative to TC they sometimes mentioned magnetic variation sometimes not and n they didn't mentioned magnetic divination which is has to be added from CDC sheet please can you explain it how this problem to be solved thank you so much CYNDY (LADY).

[@badgerfishinski6857]

We use variation and deviation to arrive at our magnetic heading we will fly. Once we have our true course, we use winds aloft to calculate our wind correction angle(coure)...then we +- our variation and finally +- deviation...to arrive at our magnetic compass hdg we actually fly on our compass once airborne. Variation is found on your isogonic line on your sectional chart. Deviation is found in the compass card in the airplane.

[@arazali4002]

@@badgerfishinski6857 thank you so much it so much clear now

[@stevenbernstein1978]

Hi Cindy, can KIAS ever exceed KTAS?

[@badgerfishinski6857]

If its really really cold and high very high pressure

[@gilbertperry6958]

Hey I'm always watching your video but you got 10 degrees hotter than standard its suppose to be 11, 3 degrees is standard temperature6000 feet, if it is 14 degrees hotter than standard 14-3 is 11 where did you get 10.

[@michaelpark]

I noticed that too. I *think* it was a conscious decision to "round" 11 down to 10 to make the interpolation easier between the standard column and the standard + 20 column (10 being halfway between 0 and 20 means the interpolated value is just the average).

[@MyWTFName]

If TAS is different to Indicated, when flying XC which speed do you follow? There's TAS, IAS and Ground speed.

[@ahmedalsaadawi3771]

Michael Jordan Hi Michael. A cruise is not a geometric segment as compared to descent and final approach. Therefore, we don’t aim for a specific indicated airspeed during cruise as long as the power setting is correct and the mixture is leaned to achieve the predicted performance e.g. TAS, fuel flow and endurance. In other words, if the power setting for the planned altitude is correct, the TAS is correct and ground speed is correct and the time enroute and fuel consumption is correct. Indicated airspeed is nevertheless essential to structure safety. So, in turbulence the pilot must make sure the aircraft is slowed down to turbulence penetration speed or Va maneuvering speed.
During final approach, we fly a specific indicated airspeed because we aim for a stabilized and constant descent approach to achieve touchdown within the runway touchdown zone. I hope this answers your question.

[@MyWTFName]

@@ahmedalsaadawi3771 Thanks Ahmed. That makes more sense. So IAS is important relative to V speeds and keeping the plane safely flying (amount of wind going over the wings and angle of attack) which would be different at sea level going up in altitude as the air gets thinner (less air molecules would indicate slower speed). TAS or GS stays the same regardless of altitude/temperature/humidity as it's the measurement over the ground or through the air, not altered by the density of the air. Another way for me to think about it is TAS and GS is important in navigation to determine endurance and range, IAS is important to determine the required V speeds to fly the plane.

[@ahmedalsaadawi3771]

@@MyWTFName spot on :) 👍

[@badgerfishinski6857]

We fly IAS.....but we calculate TAS for time and distance and fuel.

[@myraclegates6191]

As I have been to my house and I’m going on to the beach and I have a good friend for you and I am doing good I just don’t know

[@richardindermill6816]

stop guessing and show how to actually calculate tas and gph

[@1UTUBEUSERNAME]

6000 degrees? Jezuz. This video is NOT a good example of interpolating. Interpolating is simply math. She did ZERO math to get to her interpolated values. Just pulled numbers off the sheet and said "yeah, let's use these" lol.