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E6-B. Why do we still teach ancient technology? The year is 2024. We have electronic calculators, and ForeFlight. Does learning a manual E6-B give a modern day student who is learning flight planning for the first time, a better understanding of flight planning? or is it a waste of time given our modern day technology? Do you guys think the E6-B should be thrown into the garbage can? Is it still worth learning given today's technology? If so...then why? Martha King's reasoning is to have a non electronic backup if the electronic calculator fails. What are your thoughts ? Any other reasons why a student pilot should take the time to learn how to use the manual E6-B whizz wheel? Anybody? Any airline pilots or want to comment? Anybody want to comment? Curious to hear your perspective. Are there any studies that cite it's better to learn initially using a manual E6-B? Some younger students say they just use their iPhone if their iPad fails. But that doesn't address the question if learning by a manual E6-B helps a student pilot better understand flight planning? Are we older guys just stubborn in our old ways, or is there a legitimate and rational reason to still learn the old E6-B? I am open minded and l'd like to hear your perspective on the topic.

I confused myself even more after watching this

So glad I found this video. I completely understand VOR’s now.

We are in class. Everyone liked it! All the Bens say: Thanks.

❤

Thank you ! I'm crying 😭

Not to mention, GPS can be jammed, (so it doesn't work for you) or even worse, it can be spoofed (meaning your instrument will appear to be working correctly, but it will tell you bad information)

Hearing Greenwich pronounced as “green witch” really hurts lol but this video helped a lot

I am in ground school and yesterday class was about how the airspeed indicator works. the school was showing us photos only and it wasn't helping me. this videos is amazing I've already sent it to few of my schoolmate and they loved it. I might just take the video and give to my school so they can start using it in the future. Thank you for the video.

Thank you, from the depths of my consciousness, I was desperately looking for a SIMPLE STRAIGHT FORWARD explanation and after 6 minutes , I got it ! I GOT IT !!! I'm really crying 😭

Thanks

The Amazing Race Canada 7 brings me here lol

For some reason your method doesnt work when Im North West of the VOR and want to intercept 360 Radial.

Great. Very useful. Why on earth that tetrahedron is the opposite of a wind sock!?!! FGS

That's the bank, but nice vid

Really good explanation. Totally practical.

The pts method?

@04:14 Pitch what up exactly? Sorry

Great video. I’ve had to watch a few videos and your explanation is helping me understand VOR a whole lot better. Studying 📚 for Private Pilot Exam.

Love it thank you

Was looking for an explanation while answering a sporty's test prep set, thank you so much!

my god, the number is for the opposite direction is really fucking annoying and confusing. omg. i cannot understand why they made this rule in the first place. it is so unintuitive. runway 36 locates at south, what a joke!!!!

Thank you!

What if you only have the left picture. How do you determine if the traffic pattern is right vs left

Thanks a lot bro, I am an FAA pilot and people barely mention NDBs. Tomorrow I have my IR written in Ecuador where NDBs are alive and well, and you helped a lot. Thanks

Thank you

Brilliant! Thank you very much. I'm going to share with my student pilot friends.

It's more easy now to be understood. Thank you

Excelent and easy.

Well Done!

You sr are a GOD!!!

❤❤❤❤❤thank uu sir

This guy is great. His funny descriptions are exactly what’s going around in my head when I’m looking at these instruments.😂

U stupid, you’re just making it harde

Hard

Do you have any program for ATP Helicopter, IR Helicopter and CFI please?

👏🏼👏🏼👏🏼🎉

How did you get the numbers on the wind cone example. I'm definitely missing that information and my instructor didn't explain how those numbers came to be.

I found the NDB approach, very rewarding, and easy to do once you understand it. You can still do it with a glass cockpit if your navigator is set up to receive the NDB radio frequencies, and has the ability to be integrated with your display. This will be a bearing pointer within the HSI. This is a lot easier than the old school where you had a fixed compass card and you had to basically know your bearing by adding the heading and the magnetic indicated bearing. I don’t follow push the head, pull the tail. My theory is the NDB points to the station. You can tell which way to turn based on where the head of the arrow is. If you are flying away from the station, the arrow will be pointing behind you. The needle will point left or right of the tail of the aircraft. So if say, it is indicating 120 you would turn right 30° which would make the pointer at 090. When the needle returns to 120 and you turn back to the left your 30 degrees, You will be on that bearing from the station with the pointer directly behind you at 180. Easy Peezy. Basically you should think of the NDB pointer as degrees left or right of the nose or degrees left or right of the tail. If you are flying 360 and want to go outbound from the station at 90° when the pointer is at 270 you would make your right turn. at 090 your pointer will be left or right the number of degrees away from that outbound bearing. Then, to correct, you just note the number of degrees left to right and fly double that amount in the direction that the arrow is pointing. When it returns to the original degrees off, return your aircraft in the opposite direction and you will then fly 090 with the tailstraight up at North and the bearing pointer directly at 180 or south.

Brilliant! Thank you so much. This is the best/easiest explanation that I have come across.

anyone understand Why does temp makes a difference but press not? With temp surely it's the same principle as press where the colder static air also becomes denser so won't affect it?

easily the best VOR lesson that i have ever viewed or read!!

One of the best practice VOR courses, if not _the_ best. Why can't everything be explained so simply? Or is there a catch? Well, I'll find out the next flying lesson.

Love these videos. Got me through private and instrument training back in the day. Much appreciated!

When ask by ATC to hold on a vor radial, do you hold inbound towards the vor or out bound in direction of the radial ?

Your idea falls apart when you consider an airplane, of *infinite* mass, flying a *_ballistic path_* , and then "pulls up". The wings pop off. The G meter, in the aircraft, is not a universal measure of the stress in the wing spar, empennage, and engine mount(s). Just as an AoA meter is a better indicator of impending stall, a strain gauge on the spar (etc.) is a better indicator of impending over stress.

Holy f#@% amazing 👏 so glad I watched this video.

Beautiful explanation.

I still use these videos. Thank you again

You are an absolute LEGEND. Thank you