3:46 - I realize you address this in your explanation, but it's worth noting that it would be a mistake from the controller to not assign an altitude with this clearance. The only time controllers can omit an altitude is if an aircraft is already established on the approach when the clearance is given. If I was given this clearance, I would consider calling back and asking what altitude they want me at. And probably ask for the straight in while I'm at it.
He did assign altitude. Basically 12K till established on the approach which at this point you can descend to 10k. Had this all the time during my instrument training.
PLEASE look at your WAAS GPS for which approach performance you're going to get. For that question, you gave two correct answers... the LNAV may be annunciated and you can't use LPV minimums with that annunciation.
Current instrument student near my checkride - I was taught that ILS has a glideslope and LPV approaches have glidepaths, as two distinct terms. Are they actually interchangeable terms?
You're correct that it's common to call GPS guidance a glidepath while an ILS is a glideslope, but you'll also hear them used interchangeably. In the airlines there's a more clear distinction in terns.
So, I'm confused about the question at 3:25. When you're "cleared" for the approach, and you're direct inbound offroute, you must do a lap first before shooting the approach? If "cleared straight in" then you don't have to do a lap?
Loved the questions and pausing to let us think about it, while after breaking it down. 4/5 right (That last one was tricky) and even the ones I nailed, the explanation really helped solidify the reasoning I was thinking. More please! :)
If the procedures say to fly the HILPT, you fly the procedure as depicted unless advised otherwise. You dont know if there is an aircraft ahead of you that you now lost separation with because you assumed the controller forgot to clear you straight in.
@@Saml01 I never said to just skip the HILPT. I said to ask the controller to clarify. I would venture that far more issues have been caused by pilots flying HILPTs when the controller didn't expect it than from pilots not flying when expected to. You can prevent both by just ASKING.
I got 4/5 and the one I missed is causing me some confusion. Why not descend from 12,000 to 10,000 once you’re established and just turn right heading 172 and shoot the approach normally? I don’t see the need for the PT in this situation. Can anyone clarify?
good question. If I was flying this for real I would query ATC and ask them if I can just fly straight in. It would require a pretty steep drop though in lieu of doing a PT
Please more vids like this. I’m in instrument training rn and this was very helpful. I got 2/5 but not for the reasons u explained lol so technically kinda got them all wrong
I really like this format! On the question about coming in from the northwest, what if you were coming in at 10000, would you still have to do the course reversal?
Yes. If it's depicted on the plate, you have to do it unless told by ATC not to, or it's prohibited on the plate, as it is from ZEDAN. There are a few other restrictions too.
Not sure I agree you HAVE to fly the course reversal, yes it is dang helpful to get from 12 to 9 but still not sure I HAVE to fly it. What if I was already at say 10500?
Unless you're instructed by ATC that you don't have to. Or are cleared for a "straight-in" approach. You have to do the course reversal unless otherwise directed (like a NoPT note)
Honestly suprised myself by getting all of these right, 5/5, with only flight simulation hobby as experience. Guess that proves you can definitely learn something that way. I would love to see a similar video on STARs.
This was awesome! As are all your videos. Can’t thank you enough for making them. I’m currently in instrument training and you have a way of explaining and also depicting things that really break it down and make sense. Loved the quiz format. Thank you!
Great stuff mixing the video with a quiz! More videos like this please 😊
please make more of these -- I would watch the entire series!
As a flight insight IFR ground school graduate, I'm happy to say that I got all of them right
3:46 - I realize you address this in your explanation, but it's worth noting that it would be a mistake from the controller to not assign an altitude with this clearance. The only time controllers can omit an altitude is if an aircraft is already established on the approach when the clearance is given.
If I was given this clearance, I would consider calling back and asking what altitude they want me at. And probably ask for the straight in while I'm at it.
He did assign altitude. Basically 12K till established on the approach which at this point you can descend to 10k. Had this all the time during my instrument training.
This is a terrific teaching format. 2/5
One would think you’d give this a better rating if you found it terrific 😅
I absolutely agree. This guy teaches and after all I know less than before ..
@@johnthompson5741he got 2/5 right genius
Got a 4/5!!! Would love to see more of these!!!
Thanks!
PLEASE look at your WAAS GPS for which approach performance you're going to get. For that question, you gave two correct answers... the LNAV may be annunciated and you can't use LPV minimums with that annunciation.
Exactly! This is a gotcha
This is great! Like the BoldMethod quizzes but in video format
Current instrument student near my checkride - I was taught that ILS has a glideslope and LPV approaches have glidepaths, as two distinct terms. Are they actually interchangeable terms?
You're correct that it's common to call GPS guidance a glidepath while an ILS is a glideslope, but you'll also hear them used interchangeably. In the airlines there's a more clear distinction in terns.
Love this. Would love to see a quiz on ILS/RNAV and VOR Approaches.. When and Why to press APR or VNAV etc.. Thank you!
Awesome - 4/5 - #1 I would have just requested or expected vectors.
3/5. In the 3rd one, after KARSE I'd go straight in.
And first one I got wrong as well.
Thank you very much! 2/5, need to study some more!
I liked this, 4/5. Missed the "No PT" note on #2
Excellent presentation. Thanks
Awesome format. I have much to learn
What a fantastic format to try! Well executed and includes your teaching style we all appreciate. Nicely done.
Awesome content!
Agree. Let’s do more of these
Another great video thanks!
That was awesome teachable video….we need an app Dan.
Flying in Europe, I took your test and still got several good answers. What a relief 😅
Loved this video! 5/5 correct!
Love it! 4/5. Missed the first one :)
So, I'm confused about the question at 3:25. When you're "cleared" for the approach, and you're direct inbound offroute, you must do a lap first before shooting the approach? If "cleared straight in" then you don't have to do a lap?
very good. love the quizes! 3/5
Your vid’s are helping, 5/5!
Loved the questions and pausing to let us think about it, while after breaking it down. 4/5 right (That last one was tricky) and even the ones I nailed, the explanation really helped solidify the reasoning I was thinking. More please! :)
Very good video
I would never just assume ATC wants a HILPT when straght-in makes sense (i.e., intercept angle
True! Always confirm. I've had controllers tell me they're not expecting the HILPT even when it's appropriate.
@@flightinsight9111 same. It's amazing how many aviation mishaps can be prevented by just telling/asking the controller what you/they want.
If the procedures say to fly the HILPT, you fly the procedure as depicted unless advised otherwise. You dont know if there is an aircraft ahead of you that you now lost separation with because you assumed the controller forgot to clear you straight in.
@@Saml01 I never said to just skip the HILPT. I said to ask the controller to clarify. I would venture that far more issues have been caused by pilots flying HILPTs when the controller didn't expect it than from pilots not flying when expected to. You can prevent both by just ASKING.
Got them all right, but definitely knocked some rust off getting to the right answers
4/5
Very fun video ❤️
Great vid.
What are temperature correction tables used for ?
This was seriously so awesome. Thank you! 😃
More of these!!
If you have WAAS, this means your airplane is equipped to fly the LPV approach. However it's important to confirm the LPV is displayed on your GPS.
4/5 - The last one got me
I got 4/5 and the one I missed is causing me some confusion. Why not descend from 12,000 to 10,000 once you’re established and just turn right heading 172 and shoot the approach normally? I don’t see the need for the PT in this situation. Can anyone clarify?
P.s. your videos got me through my IR so thank you
good question. If I was flying this for real I would query ATC and ask them if I can just fly straight in. It would require a pretty steep drop though in lieu of doing a PT
Please more vids like this. I’m in instrument training rn and this was very helpful. I got 2/5 but not for the reasons u explained lol so technically kinda got them all wrong
Are you going to do a commercial series?
Have you checked out our Commercial Ground School yet? flight-insight.com/commercial
@@flightinsight9111 not yet, hadn't seen videos so wasn't sure. Your IFR school and videos really helped pass IFR checkride.
Loved it
4/5 On 4th question, can't we start descending when the CDI deflection is within 3/4?
I really like this format!
On the question about coming in from the northwest, what if you were coming in at 10000, would you still have to do the course reversal?
Yes. If it's depicted on the plate, you have to do it unless told by ATC not to, or it's prohibited on the plate, as it is from ZEDAN. There are a few other restrictions too.
@@flightinsight9111 SHARPTT 👀
Not sure I agree you HAVE to fly the course reversal, yes it is dang helpful to get from 12 to 9 but still not sure I HAVE to fly it. What if I was already at say 10500?
Unless you're instructed by ATC that you don't have to. Or are cleared for a "straight-in" approach. You have to do the course reversal unless otherwise directed (like a NoPT note)
Thank you :-)
I got all of them right except for the last one and I'm yet to have a flying lesson, hopefully soon though! Really interesting 🙂
Honestly suprised myself by getting all of these right, 5/5, with only flight simulation hobby as experience. Guess that proves you can definitely learn something that way. I would love to see a similar video on STARs.
This was awesome! As are all your videos. Can’t thank you enough for making them. I’m currently in instrument training and you have a way of explaining and also depicting things that really break it down and make sense. Loved the quiz format. Thank you!
3/5
i really need someone to really teach me how to do this..still a little confusing for me..
3/5 🫡
Another great video. Thanks!
4/5