You mean I’m wasting my time on some of this stuff???The FAA does not ask any questions like that (finding true altitude) on the written test. I'm interested to know what book this is.
You mean I’m wasting my time on some of this stuff???
I am using the Gleim ground school, both books and online practice tests
I feel that some of this whole study thing is WAY too deep... I mean do I really need to know that some instruments are gyroscopes and some are diaphragm? Do I really need to understand the engine crankshaft etc....???? I don’t think so. I will be flying a glass cockpit, so reading the +/- 10,000’ altimeter is not really important as I will be flying less than 2000’ AGL 99% of the time.
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Botton line is I can fly the plane well and do so in a very coordinated manner.
Hi, @Zhunter,
I'm going to respectfully disagree with you here. Yes, you *do* need to know about how your aircraft's systems work in particular, and how instruments and systems work generally. Sure, you don't use this knowledge most days, when you're flying happily along and everything's going great. But instruments fail. Engines fail. What's worse is when they only "partially" fail or just start acting strangely. When that happens, you become a systems diagnostician, and you bet your sweet certificate you'll want to know how those systems work.
Secondly... sure, *today* you don't plan to fly anything other than glass, or above 2000 feet much. But when you get this license, it'll entitle you to fly all kinds of things, at all kinds of altitudes and in all kinds of conditions. Glass or 6-pack, high or low... The FAA (and your fellow pilots out here) want to know that you have certain fundamentals. That you can go to a high-altitude airport and use performance data. That you understand the difference between GPS altitude and indicated altitude. That you know what a gyroscopic instrument can and cannot do. Or at least, that you know enough to know what questions to ask *before* climbing into an unfamiliar plane.
So yeah, some of the calculations they make you practice for these written tests are inane. I hear where you're coming from there, understand your frustration. But keep the bigger picture in mind. Concepts of density altitude? Essential. Knowledge of aircraft systems? Essential. Anybody can fly a plane coordinated.
Good luck,
So, out of curiosity, how do you do these problems on an E6B? I don't see that it's possible because I don't see a way to convert pressure/density altitudes.
I totally need to understand the 6 Pack and the Glass, and how to navigate accordingly. I don’t feel I need to know the inside workings of a gyro and which plane the gyro rotates on, nor do I need to understand the inner workings of a diaphragm gauge. I absolutely need to know what to do IF and when one fails to deal with it in a safe manner for myself and the other pilots out there.
It's not a true PoA thread unless the needle has a 3-dot deflection to one side, then suddenly full deflection to the other.I think the point of this thread has drifted
It's not a true PoA thread unless the needle has a 3-dot deflection to one side, then suddenly full deflection to the other.
Me, too. Well, I'm just under 100' off on each one. I think my CR-3 has picked up a little warp over the decades.Works for me. Match the temp and pressure then lookup indicated on the dial and the numbers pop right up.
Here's the part of the E6B where you make density altitude calculation (right side) and true altitude (left side).
I preferred the CR-3 style mechanical computer over the E6B. It (at least the CR-5 size) fit in a shirt pocket and it would also do true airspeed and mach number calculations that account for compressability and calculate ram rise.
They are. And, with modern avionics in the jets, you have SAT, TAT, and TAS all calculated for you. Nice to know how to do the calculations yourself, though.at 90 mph the compressibility and ram rise are insignificant.