I have had my instrument rating for 10+ years but still love watching your channel as a refresher. At 2:30 I might suggest a different setting on OBS #2 for the RAV 193 radial. Since it would appear that the missed approach would have you intercepting then flying the 193 radial inbound toward RAV (northward toward BAARN), I would set 193 at the bottom, not the top, of the CDI. This will give you a "TO" indication on the CDI and make the CDI needle right-sensing rather that reverse-sensing.
I enjoy your videos because I look up the plates and think about it before I hear your solution and then see what is different. Great way be versatile in thinking about approach techniques. I do think there is an easier way to do missed approach set-up and minimize workload on the Missed. My thought experiment set-up looked like this - maybe I am missing something: 1. RAV VOR in standby on NAV 1. 2. LRP VOR in NAV 2 and set to R-314 (since this is the inbound course for the hold). Super simple especially if I already used the LRP feeder route to MYJOY. 3. Upon going missed, I turn to 090 and then switch NAV 1 to RAV and set 013 TO the station. I do this because it seems to me that an initial 090 heading on the Missed will have me intercept R-193 south of BAARN. Upon intercept I am already set-up to track inbound to 18 DME and direct entry to the hold. 4. This way I have only 2 things to do on a single radio - switch NAV 1 freq and set 013. 5. If done the way in the video, I would have to still set-up the LRP crossing radial of R-314 and also remember to turn inbound and reset RAV TO the station. Seems like a good bit more work, at least for me. I also benefit in that the 013 reminds me which direction I would have to turn upon intercept toward the holding fix. I could see a situation awareness issue if things are hectic where someone could instinctively turn to 193 upon intercept since it at the top of the VOR. Yes, I know GPS would be helpful here, but that is assuming it is working. Plus this is an ILS/LOC so I like to think how to do a straight raw data NAV set-up. Thanks again for these video series.
1. File your IFR flight plan 2. Put the departure frequency on comm stack 1. Get your clearance on the ground or in the air 3. If you get the IFR release on the ground, execute your IFR flight plan at 400 feet. If you get it in the air, just maintain VFR until given your first vector. 4. Get the ATIS for your destination. Determine if the controller is likely to give you the approach you want or determine which approach you’ll be using. If you’re in the sector of the same approach controller that’s gonna clear you for the approach, give them your request for example, “ILS 36 right @KXYZ airport” Have that plate open and be ready to write down their missed approach instructions 5. Load that approach into your FMS. If you haven’t already. I like to use the scram method S - source C - course R - radios A - altitude M - Missed approach instructions Tune in your localizer frequency and identify it, set your minimums on the baro. Then you’ll either be vectored to the initial approach fix or you’ll be vector to final. Once you’re cleared for the approach, activate the approach. If you are being vectored, and you’re on a downwind to the airport, you’ll usually be given a 90° turn onto a base leg, then you’ll be given a 30° turn to maintain along with an altitude until your established on the approach( localizer starts to come alive) NEVER OVERSHOOT THE LOCALIZER! 6. You want to be configured by the time you’re a about a half a dot above on the glide slope. Ie flaps set, before landing checklist complete. 7. Fly the approach: think small corrections minute corrections. The localizer and glideslope get more sensitive as you get closer to the runway. You’re a skilled aviator capable of flying the approach down perfectly without any major deflections on the localizer or glideslope. Work hard and fight for it. This is why you make the big bucks. On a precision approach like an ILS, you’ll descend a to minimums, if you have the runway environment in sight, you land. If not, you’ll execute the missed approach instructions that ATC gave you. There’s usually a frequency involved, tower will tell you to switch back over to approach/departure. You’ll do that and the fun continues. I hope this helps!
Unusual attitude recovery at 0:32 . Full power and then you have to increase bank angle, when nose is below the horizon, just then level wings to avoid negative G's
The controller can issue any time a new clearance while you are on your way to the hold. In this case the examiner told the controller the intentions. So no need to proceed further to the hold. If you like to proceed to it (maybe if you like to prepare the new approach in the hold) just ask for it and it will be granted to you for sure.
My instructor said that I can’t use autopilot during training and check ride. Just imagine how “fun” it is to hand fly hold in Florida trying to tune everything for approach at the same time….
My Florida instructor didn’t tell me this but my friend who is an FO at Southwest, told me he wouldn’t recommend leaning on autopilot until I was around 500 hours. He said to hand fly everything in IMC until then. But do know how to use the AP.
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I'm in the middle of ifr training and am loving these videos. Thank you!
Great Video and presentation as always!! Thanks for using my home two airports! That was a surprise
I have had my instrument rating for 10+ years but still love watching your channel as a refresher. At 2:30 I might suggest a different setting on OBS #2 for the RAV 193 radial. Since it would appear that the missed approach would have you intercepting then flying the 193 radial inbound toward RAV (northward toward BAARN), I would set 193 at the bottom, not the top, of the CDI. This will give you a "TO" indication on the CDI and make the CDI needle right-sensing rather that reverse-sensing.
Very correct. Well spotted!
I enjoy your videos because I look up the plates and think about it before I hear your solution and then see what is different. Great way be versatile in thinking about approach techniques. I do think there is an easier way to do missed approach set-up and minimize workload on the Missed. My thought experiment set-up looked like this - maybe I am missing something:
1. RAV VOR in standby on NAV 1.
2. LRP VOR in NAV 2 and set to R-314 (since this is the inbound course for the hold). Super simple especially if I already used the LRP feeder route to MYJOY.
3. Upon going missed, I turn to 090 and then switch NAV 1 to RAV and set 013 TO the station. I do this because it seems to me that an initial 090 heading on the Missed will have me intercept R-193 south of BAARN. Upon intercept I am already set-up to track inbound to 18 DME and direct entry to the hold.
4. This way I have only 2 things to do on a single radio - switch NAV 1 freq and set 013.
5. If done the way in the video, I would have to still set-up the LRP crossing radial of R-314 and also remember to turn inbound and reset RAV TO the station. Seems like a good bit more work, at least for me. I also benefit in that the 013 reminds me which direction I would have to turn upon intercept toward the holding fix. I could see a situation awareness issue if things are hectic where someone could instinctively turn to 193 upon intercept since it at the top of the VOR.
Yes, I know GPS would be helpful here, but that is assuming it is working. Plus this is an ILS/LOC so I like to think how to do a straight raw data NAV set-up. Thanks again for these video series.
Can you please do this same series in the G1000? My checkride is later this month. Wish me luck! Thanks!
Yes! It's in the works. Good luck!
Good explanation; I’m just still struggling to understand the sequence of events and not get behind the aircraft
1. File your IFR flight plan
2. Put the departure frequency on comm stack 1. Get your clearance on the ground or in the air
3. If you get the IFR release on the ground, execute your IFR flight plan at 400 feet. If you get it in the air, just maintain VFR until given your first vector.
4. Get the ATIS for your destination. Determine if the controller is likely to give you the approach you want or determine which approach you’ll be using. If you’re in the sector of the same approach controller that’s gonna clear you for the approach, give them your request for example, “ILS 36 right @KXYZ airport” Have that plate open and be ready to write down their missed approach instructions
5. Load that approach into your FMS. If you haven’t already.
I like to use the scram method
S - source
C - course
R - radios
A - altitude
M - Missed approach instructions
Tune in your localizer frequency and identify it, set your minimums on the baro.
Then you’ll either be vectored to the initial approach fix or you’ll be vector to final. Once you’re cleared for the approach, activate the approach.
If you are being vectored, and you’re on a downwind to the airport, you’ll usually be given a 90° turn onto a base leg, then you’ll be given a 30° turn to maintain along with an altitude until your established on the approach( localizer starts to come alive) NEVER OVERSHOOT THE LOCALIZER!
6. You want to be configured by the time you’re a about a half a dot above on the glide slope. Ie flaps set, before landing checklist complete.
7. Fly the approach: think small corrections minute corrections. The localizer and glideslope get more sensitive as you get closer to the runway. You’re a skilled aviator capable of flying the approach down perfectly without any major deflections on the localizer or glideslope. Work hard and fight for it. This is why you make the big bucks. On a precision approach like an ILS, you’ll descend a to minimums, if you have the runway environment in sight, you land. If not, you’ll execute the missed approach instructions that ATC gave you. There’s usually a frequency involved, tower will tell you to switch back over to approach/departure. You’ll do that and the fun continues. I hope this helps!
Also be sure to switch over to tower once they tell you on the approach!
Unusual attitude recovery at 0:32 . Full power and then you have to increase bank angle, when nose is below the horizon, just then level wings to avoid negative G's
I thought the comptroller said to proceed to hold as published. Then you never got to the hold, but were vectored for the RNAV, Interesting.
The controller can issue any time a new clearance while you are on your way to the hold. In this case the examiner told the controller the intentions. So no need to proceed further to the hold. If you like to proceed to it (maybe if you like to prepare the new approach in the hold) just ask for it and it will be granted to you for sure.
Was this shot on Xplane or MSFS?
Since when is the autopilot allowed to be used for approaches on the check ride??
My instructor said that I can’t use autopilot during training and check ride. Just imagine how “fun” it is to hand fly hold in Florida trying to tune everything for approach at the same time….
My CFII said the same. And I'm having the same "fun" here in the Sunshine State just like you. Maybe the same instructor?
My Florida instructor didn’t tell me this but my friend who is an FO at Southwest, told me he wouldn’t recommend leaning on autopilot until I was around 500 hours. He said to hand fly everything in IMC until then. But do know how to use the AP.
You guys have autopilot?
@@nathannorris105 yes we did. But all checkride only hand flying.
Thanks!!!
Nice vid, thank you! Would be even better in IMC... ;)
Thomas Donald Lopez Elizabeth Rodriguez Donna
Dis-orientated. 🤨