You will never need to use this information after the checkride.

USMCmech said:
My point is not to lower the bar, but to separate out what is really important for students to know (fuel planning for IFR flights) from the useless trivia (VOR service volumes).

There are also a great many things that students need to know (or at least be able to recall) for the rare time they are needed (Light Gun Signals).
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@Derg, @dasleben, @Alchemy & I use those service volumes all the time. Gotta know when to quit drawing, eh.
 
Seggy said:
Ahhhhh, then why didn't you file IFR?
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No infrastructure for it in the area. The airplanes weren't equipped, and even if I miraculously had an IFR 206,207 or PA32, the airplane was not approved for flight in known icing. Also it's worth noting that I don't really know of any single-piston IFR operators in Alaska

But when you're down at 500' AGL in a ragged 2 miles going, "Why the hell do I do this for a living?" Airspace is not in the forefront of your mind.

Nowadays, in an IFR airplane, the decision is much easier. I fly IFR all the time because it is the safer (and easier) way to fly.
 
I agree with some of this... I have at many points during flight instructing VFR/IFR guys wondered if there was a way to simplify alot of the rules/regs/procedures for PPL students. Things like the cloud clearance in Golf airspace, why not just 3-152 for everything below 10k instead of the crazy class G req? If it saves me a half hour of flight instructing and them an hour of reading/re-reading at home trying to figure it out, and they have to pay me less and study less... and we make a simple modification here/there/everywhere ... maybe that would lead to slightly lower training costs, better student retention, and safer pilots who retain more of the simplified knowledge we give them.

I dunno, just seems logical to me.

I dont see much room for simplification in the IFR system/training. At least not until ground based radio navigation goes the way of the dinosaur.
 
PropSettin' said:
I agree with some of this... I have at many points during flight instructing VFR/IFR guys wondered if there was a way to simplify alot of the rules/regs/procedures for PPL students. Things like the cloud clearance in Golf airspace, why not just 3-152 for everything below 10k instead of the crazy class G req? If it saves me a half hour of flight instructing and them an hour of reading/re-reading at home trying to figure it out, and they have to pay me less and study less... and we make a simple modification here/there/everywhere ... maybe that would lead to slightly lower training costs, better student retention, and safer pilots who retain more of the simplified knowledge we give them.

I dunno, just seems logical to me.

I dont see much room for simplification in the IFR system/training. At least not until ground based radio navigation goes the way of the dinosaur.
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Because lots of people would crap a brick if G wasn't 1SM.
As you get more experience in a wider range of aviation appliances, you'll find a lot of these rules can be helpful. Having an operational knowledge of them will let you get the job done both safely, and while a distant second, legally as well.
 
PropSettin' said:
Cool, then G can all just be 1-COC... anything other than that crazy chart of day/night etc... ahhhh, nightmares.
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No, because I don't want a super cub doing 15kts forward at 11,xxxft in G with 1SM vis talking to no one without a transponder.
 
USMCmech said:
Been flying for 20 years, I haven't ever needed to know if I was in Class E or G.

When have you ever needed to know this information?


Not trolling, honest question.
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Being given the IFR clearance: Enter controlled airspace via heading xxx.

As far as the encoded METARs and TAFs go, I couldn't agree with you more. It's a "secret code" that only the cool kids know.
 
I used all of those listed while teaching them to a student who will only use it to teach it to the next poor sumbish, and the circle of aviation lives on
 
Cant tell you how many times I shot NDB approaches to minimumes in /U Aircraft. I like the Class G and E. If Im on a 135 Charter, its nice to know when Im shooting the approach to minimums that there "shouldnt" be anyone in the pattern below 3 miles vis. On the other hand if Im at a small uncontrolled class G airport, I have the freedom to practice touch and goes with a student at night with 2 miles visability.
 
hammerhat said:
In practice though if I lose my radio in VMC I'm gonna go to the nearest uncontrolled field and land. If it happens in IMC well then I wouldn't be able to see them anyways.
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I was at a towered airport and lost my radios while in the pattern one time. Light gun signals came in pretty handy.
 
Zondaracer said:
I was at a towered airport and lost my radios while in the pattern one time. Light gun signals came in pretty handy.
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Yup, that happened to me once.

Also I'll add about the importance of airspace & E/G, (ever use SVFR)? Good to know how to use that clearance.
 
matthew said:
As far as the encoded METARs and TAFs go, I couldn't agree with you more. It's a "secret code" that only the cool kids know.
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Since coded METARs have been brought up twice, I'll say that I can honestly read the coded faster than the decoded. I'll admit that on a rare occasion I have to look up a code, but I don't think that's happened in over a year.
 
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