Transcript excerpt from a Kenny Keller private pilot instructional video focusing on clarifying Class G vs Class E airspace, importance of using the FAR/AIM and reference materials, brief notes on NOTAMs and automated weather broadcasts (AWOS/AWAS). The speaker uses local Indiana airports (Plymouth, Gary) as examples and emphasizes practical exam preparation and resource use.
All right, take a little break from the presentation we're working on. I want to jump in here right now and really hit this Class G in Class E thing. A lot of add on guys and even an add on guy can walk in the door. Been flying for years and I'll say so where's class G at? Right here at so many feet or here so many feet. So I just want to go over this because Class G isn't really super tough, but it is if you don't understand it. And I want to try to break it down the best I can. We're going to use Plymouth right here where I have my arrow. Plymouth is where we're operating here in north central Indiana. Plymouth is a small Class G airport and goes up to the overlying 700ft. Class G starts at the surface and goes up to 1200. So that's the main breakdown that you have to remember. Is not near as busy as o', Hare, but it's still a really big airport. That's a class Charlie. And if you look down here, Gary, most of you around the country or around the world have probably heard of Gary, Indiana as well. There's another reason why Gary is popular as far as I've always had trouble with that and I have to, and I have to review that all the time. Point being, my longtime examiner that I've been using always says good pilot, uses his resources. You can't remember every single thing. So you got to be good with the far aim. You know, be good at looking stuff up and know where to find your answer. You know, if you're like me and have a little trouble remembering things sometimes, don't be afraid to grab your far aim. Grab your rotorcraft flying handbook. You know, go to that source of information where you can get that whatever it is you're looking for on there. When I was reviewing it this morning, a transcribed enroute broadcast is weather being broadcast vor. Next up, information like thunderstorms as it says hazardous in flight weather advisory system. And these are also broadcast over a VOR as well. AWAS and ASA are automated systems. That's only a few pages, few pages in the FAR AIM manual that are extremely important. This confuses a lot of people. A lot of people. My one student I was talking about before that smoked his private and had trouble on the commercial. One of the things that he struggled with was basic VFR and he got confused just because of the heat of the moment and everything going on. And the examiner at one point was saying, well, what is basic vfr? Well, he was thinking confused between class G airplane, helicopter and he was, you know, getting frustrated and rubbing his head and it was getting really ugly. And all the examiner was really asking for was what is basic VFR? NOTAMs were changed in 2011s were changed in 2011 in the FAR A manual. I'm going to basically read these to you and I hate when instructors do this, but I'm still Learning this. The NoTams4NoTams are issued every 14 days to check for additional information on hazardous conditions or changes that have been made since issuance of AFD. Prior civil L. NOTAMs will be reclassified as D NOTAMs. NOTAMs continued distant Runway closure, approach light system, out of service services, etc. FDC temporary approach procedures. He's probably going to dig a little bit because he's going to dig a little bit because he's going to wonder, does this guy really know the FAR AIM manual or does he not? He's using your resources and the FAR AIM is very, very important. And I'm amazed at the amount of guys that don't really use the FAR AIM as much as they should and don't know how to use it. The point I want to make again, Sam.
