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why is the lift is reduced just because opposing Weight component is smaller? i don't understand that..

Nothing short of being Fantastic Sir , just started my IMC and love to research before lesson to prepare - big thanks

Can you activate flight plan by contacting FIS while airborne or get clearance? I thought FIS is just an information service in France.

Great video

this was soo helpfull

Excellent presentation. Thanks

Great tutorial. When i learnt IR my idea was: the attitude is my master, then based on what i want to achieve, my primary focus is what i want to stay constant. Example: i want straight and level flight? My goal is to keep altitude and heading constant then. So scan will be attitude, altimeter, attitude, heading. I want to climb? Then my goal is to not let the airspeed drop, to avid a stall, and to keep mantaining my heading. So attitude, speed, attitude, heading. I want to change heading? Then i want to keep my rate of turn and my altitude constant. So attitude, altimeter, attitude, rate of turn. I want to make a climbing turn? Then my goal is not to loose speed on the climb and to keep a constant rate. So attitude,speed, attitude,rate. I ve heard some ppl learning primary and secondary scans by memory. But doing it my way will help u understand why u do it, and it will stick to your mind better :)

Very good vid! ✈️

Great video. Do we not change the gate by the value of single drift?

I love these videos. While I'm nowhere near Instrument lessons, I plan to complete my PPL, IR(R), Night Rating and possible MEP by the end of the year. I'll then start my studies for the 7 pre-requisite exams prior to IR training. I don't have any real desire to be a CPL and I'm definitely not interested in an ATPL. One thing I really appreciate about this channel is I could *never* find a UK-based channel addressing IR.

And this proves too that it's the engines that make the aircraft take-off.

Great presentation and very useful info!

Really good videos. I am doing my IR(R) currently and these are great. I respect of the Gate, should this be adjusted to reflect the applied drift computation or should it always be calculated as 30 degrees left of teh outbound track on a righthand hold? Thanks again.

Hi when we purchase the course does it have an expiration date and we have to buy again or is it a one time purchase?

Does that mean the headings on sid are true tracks and not magnetic tracks

Had my first ir simulation yesterday the instructor started yelling at me for not holding the altitude at 6000 😂 without even showme how to basic monitor the instruments thanks for this video ❤

Great Channel! Thanks for another very helpful and nicely explained VOR Procedure. Really Nice video.

A word about strong headwinds on the outbound leg. I will use an exaggerated example to present my point. Assume there is a 30 kts headwind aloft on the outbound leg (there certainly can be). Assume that we fly the hold at an approach or loitering speed of 90 kts TAS (not very realistic, but it makes for a nice example). So for the holding diagram shown the wind is 09030KT. Now consider two outbound timing examples. The rule of thumb says to add 1 sec for each knot. This example is exaggerated, so let us be extra cautious. We add 40 secs to the outbound timing. During the first turn, for one minute, we are moved 0.5NM west. Then during 1:40 outbound with ground speed 60 kts (90 minus 30) we move 1.67NM east. During the turn to inbound track we move 0.5NM west again. This leaves an inbound track of 0.67NM, which at 120 kts ground speed (90 plus 30) is 20 secs. The beauty of this example is that the time for a trip around the pattern totals four minutes (1:00 + 1:40 + 1:00 + 0:20). Say I aim for the standard one minute inbound leg flight time. In this case I will extend the outbound leg timing to three minutes. Let us run through the pattern timings. First turn is 1:00 and moves us 0.5NM west. Outbound for 3:00 moves us 3.0NM east. Second turn is again 1:00 and moves us 0.5NM west. The inbound leg becomes 2.0NM, which takes one minute to fly (at the 120 kts ground speed). The morale of the story is, if you have a strong headwind on the outbound leg, do not cut your outbound travel short, or you might get quite rushed on the inbound leg. In the examples above if you use a strict 1:30 outbound timing, you get 15 secs on the inbound leg. That is not a lot (e.g. if you need to reintercept an inbound track). Also notice from the second timing example, that 30 knots led to a 120 secs increase; that is a 4 secs per knot ratio! What would you do in such a situation? I think it might make sense to see if you can choose a faster speed, but let us say you cannot, how much time would you add to the outbound leg?

Fantastic presentation very clear, thank you. I just wondered why they were so few likes, then I realised the video was only 1 hour old! The printer is working this very moment to print out your guide.

1:42 "We can see the procedure starts from the TL NDB". While that indeed seems logical from looking at the map, how do I actually know this is the case (given that all the IAF markings are out west)? Is it the thick black line on the vertical diagram at 2000' that indicates TL (NDB) is the initial point?

Great video, thanks!

Beautiful Presentation! This was really Helpful for me. I am often Hunting around, trying to change everything that's wrong. This is a better "Approach"! Thanks :)

Thank you man

When passing 5500--not 5100.

Perfect. This is a Question in my examination CAT A. What can you to avoid opposite Direction?

Concise and to the point…….i was taught, “push the head, drag the tail”……interesting how sayings change yet are the same. Cheers

Great! Wish it was done on steam guages though

Very good explanation, thank you. I use the heading and altimeter only in combination with the Autopilot. In this exemple it is used as a guide to have a visual point when reaching altitude or heading.

Very clear and comprehensive , the full course looks very interactive, very well done , top marks

Great video. How do you get the little airplane symbol to overlay the Jeppesen chart?

Finally somebody talks about this fundamentals. My technique is different in terms of time per value and time to the next secondary instrument check. Much more rapid and frequent in all phases of flight.

Great Job. Regarding the MSA I normally add that the MSA is centered, in this example, 25nm radius from the TL NDB. 🎉

You make the best and clarifying videos. Please don't stop and thank you!

Missed one of the options if there's trouble on departure. Fly along the river valley until problem is sorted out or climbed above msa or crashed 🤣.

Thanks for the clarification. I was confused between Bank Angle and Turn Rate. Great to know you are monitoring comments and able to respond so quickly.

At 11.10 and often, but not always thereafter, the highlight of the scan target shows heading when the commentary states turn rate. Ideally this will be fixed, but if not go by the commentary rather than the visual highlight.

Excellent demonstration

You forgot the most important force. That diagram really should have MONEY pointing upwards, because when you run out of that all the other forces become zero except weight.

A lovely explanation and great to see the different approaches to controlling adverse yaw in the design of an aircraft. When an aircraft is entering a stall one wing usually drops first and the natural instinct is to add aileron to pull that wing up, but the downward deflection of the control surface increases the effective angle of attack making the situation worse and bad things happen.

Great video. Now imagine doing this being kicked about by turbulence with instruments that wave all over the place as well as an aircraft which isn't stable in roll i.e. wants to bank right or left depending on load and its very very difficult and at first seems impossible.

Superb video! As an ATPL student about to begin my IFR with the G1000 this gives a great inisight into what to expect. And thank you for mentioning the regulations as a good theory reminder. Maybe you should consider shooting an approach into Zürich, Switzerland for the next one 😉 With a complex APP/DEP system consisting of three crossing runways, it’s definitely an interesting one to tackle. Keep up the good work!

10:05 *5500 ft

Greetings from the other side of the pound. Can you substitute GPS for the NDBs? Here we can.

Very clear and concise. Excellent tutorial. I will need to study this for sure. Its something that we can all overlook at times, as we are keen just to fly off and head for our destination. But of course it is all necessary, even in the flight simulator, as we try to recreate a sense of realism and immersion. Thank you.

Great video! One of the best I’ve come across. I will be saving this one as I will need to review it a few more times for sure. Really appreciate this. Thank you.

What turn rate should you be looking for when in the standard rate turn, even though you highlighted where to look on the hsi as you were turning, I wasn't sure what the turn rate should be.

Very interesting video. I am waiting the next one. Well done for your job, keep going .

This is absolutely amazing content, will defo recommend it to my peer’s commencing their CPL MEIR journey. Please keep going

Excellent presentation. Thanks

this is such an amazing video. Short, simple, straight to the point. Awesome graphic.