*I'm 2 weeks out from my IFR checkride, and I'm feeling overwhelmed kind of like I did for my first couple cross countries in Private. I think I always over complicate my planning to be honest. 😂 Great video summary!*
Great video! I was listening to this at work so I may have missed it. The one thing (I think) you missed is to explain the unusable radials of the VORs in the IFR Supplement. Definitely an important consideration in planning an IFR flight using only VORs!
Great stuff John! remember to check those NOTAMS and TFRs first so you don't waste your time planning everything and then find out the RWYs closed haha.
While planning alternate to Daytona beach, you planned direct - that would require GPS, which you said you don’t have. Also you went through restricted airspace without checking it’s limitations
Thanks Jon. What if you want to fly a touch & go approach and then go to another nearby airport for practice approaches on one IFR Flight plan. Do you list the airport of intended touch and go in the route portion of your plan and then the nearest nav aid and put the succeeding airport for your destination?
would you list direct to each VOR like you have in flight aware? Or would you put the name of the victor airways youre going to be on in the flight plan?
Awesome realy enjoy your video. ...am an old school pilot ..but rusty pilot been out of aviation actively for 12 years would like to spool up to speed with the new flight planning soft ware available..what do you recommend for flight planning soft ware and hardware product ..regular android tablet or ipad..
I've flown nearly 500 hours VFR with a lot of cross country. You said that hopefully we would recall from a VFR flight plan. I have never filed a VFR flight plan...ever.
yeah.. there's LOTS of bad pilots out there.. They just don't normally announce it. If you were paying attention, you'd realize he was referring to west-even, east-odd..
I never file vfr flight plans. Ever. I do, however, get flight following. Unless it is denied, I always get flight following. If flight service was worth their salt, I would consider filling a vfr flight plan.
@@kneecaps2000 It will be hours before SAR even starts looking for you. First, you have to be 30 minutes overdue. If you go down shortly after departure on a 4 hour trip,, you do the math. Then they start trying to call you. Then they call your destination airport, departure airport, and all airports on your route. When they do finally launch, they look 50 miles on either side of your route. If you get flight following, you're radar identified right away and talking to atc. If anything happens they send people to look for you almost immediately and they know where you are.
@@freakfly23 Agreed flight following is better if it's available...but none of those reasons are compelling enough essentially not bothering to file a VFR plan. I suppose it's a personal choice though.
Never plan to transit through a restricted area, and preferably not through a MOA either, while enroute to an alternate. You could get jammed up by ATC during the divert and if NORDO you don't want to be bumbling through a hot restricted area enroute to the alternate.
So is iflightplanner.com and its aviation maps section which is used whether you're planning or looking at the weather/briefing for weather. www.iflightplanner.com/AviationCharts/ type in a route string at the top and you'll get it shown... :) it'll show you real time or close to real time nexrad composite, or mrms not sure.. difference is mrms uses the various nexrad stations and adjusts their presentatio to show you the lowest possible precipitation level, and things like that. variable products.
Is there a policy of 80 miles max between VORs? Didn't know that, esp for IFR flights. like to adjust my sim flights to be as realistic as possible heh. So I flew a few times lately KALB to KBDL using the route STELA HADUX I think... Hadux is the first ILS intercept for runway 33 at KBDL though :)
Am I understanding this correctly? It seems most of the principles around IFR flight planning besides the method of navigation and reduction of airspace limitations seems to use VFR flight planning principles and foundations as far as regarding a majority of safety procedures and weather considerations.
great video! i have a lot of questions about all the acronyms you used, im new to instrument flight training and would be nice if you explained what they mean during the video. ie star sid oroca
I'm confused. You added NITTS (fix) to the route to cut down on the mileage between KPIE & KGNV but earlier you said that you don't have RNAV onboard & cannot go directly to a fix.
I liked your video. But, there are a few things I need to learn about first. One thing I did not quite understand is about making your final destination a fix or vor rather than the destination airport. If, for some reason, you can't land at the destination airport, why can't you go back to the fix.
Quick question: when you’re filing a victor airway and it has two numbers associated with it ( say V195-295 ), do you file both numbers after the “V” or just the first number immediately filling the “V” on the route section of the flight plan?
I'm only an Instrument Student, so take this as a NON-expert answer, but I think it has to do with overlapping Victor Airways. So the one you use is based on where you're ultimately going. If there's an intersection where, say, V195 goes off to the northeast and V295 goes due north, and you're planning to go northeast after said intersection, you'll be using V195 in your flight plan. I've noticed that airways overlap sometimes and then split off elsewhere. This seems to be especially true in areas where it wouldn't make sense to have two Victor Airways run parallel to each other when it would be fine to have them overlap between two intersections.
Hi Jon, your video(s) are very informative. I am a low hour private pilot (60 hours) and am interested in taking longer cross country flights which would require refueling which you speak a lot in this video. My home airport 76G invoices me monthly for fuel purchases, however I am not aware on the common practice for purchasing fuel at other airports. This is not a topic that was discussed during my flight training. Short of piecing together this information, I though I could see what your experience has been for purchasing fuel at other FBOs (fuel Card, Credit Card, Cash)? Also, my FBO is self serve, how would I purchase fuel at another fbo that is not staffed full time (self serve)? Hopefully this is a valid question, thanks - Mark
Do your homework on fuel prices and FBO fees. It can get expensive fast. I normally call new or unfamiliar FBOs just to make sure they are going to be open, have fuel and such so there are no surprises.
Aim 5-3, Far 91.183 and Far 91.187 Also, pilots cafe is a great study resource to utilize. It has most information you'll need, and the far/aim section associated with it. Good luck!
Hello. I am learning to fly and found your video very useful. However, I somewhat can't get t display arrival and departures as you do on Skyvector. What is your secret?
At 19:50 when you say "there's no way for us to get to the IAF if we file to the airport"...a student will probably think "why not just enter the IAF in the GPS in hit the Direct To button? Isn't that a way for us to get to the IAF?" Now I know what you're trying to say, but when you're dealing with students, you really gotta choose your words more carefully man. Saying there's no way to get to the IAF isn't the most clear way to make your point. You're going to confuse a lot of students by wording it that way. And btw on a side note...yes you should follow AVEF lost comm procedures...but in reality if you file to an airport (and not an IAF), ATC is going to see you on the radar, they're going to know you're squawking lost comms, and if you go direct to an IAF, they're going to know what you're doing...and frankly it will create less hassle then if you fly to the airport like you filed. Just saying. That may have been relevant in the days before GPS, but nowadays it doesn't feel very practical. I feel like this whole you-should-file-to-the-IAF argument is something that flight instructors say who don't really have any real world experience flying long distance flights either part 135 or 121. And another another side note...what if the runway you filed an IAF for closes, or the winds change and favor the opposite runway, etc? Kinda surprised you mentioned nothing about circling during your planning.
How do you file IFR with multiple approaches at more than one airport? For example the student required IFR cross country 3 IAPs at 2 different airports?
FLY8MA.com Flight Training I guess a request is made upon arrival for the desired approaches. Same with requesting IFR for approaches at the departure airport.
So your alternate.... will take you thru a restricted area (R2906) / (R2907 A) and a MOA(Palatica 2) ??? And this video is about best practices for flight planning??? Quit watching at 9:20 in. Are you going to mention that you need to check weather - TAF at your alternate at time of possible arrival to ensure your 'alternate' is indeed valid and not another below minimums airport ??? SMH
aicraft dispatchers work for large airlines and do this for pilot before their flight. There is schooling for it, im not sure if its standard degrees or what
This is ok for learning the basics in a basic aircraft but in reality these days most flights try to plan gps direct. The main problem here is that chunk of controlled b airspace and the restrictions you will have. Altitudes and being vectored for traffic. The great thing is being ifr they will deal with you as opposed to very they most likely will not want to. Question is how good are the controllers there to vectoring you or assigning an altitude so you can take the most direct route? Good thing your not in wash dc or nyc airspace. A small aircraft is restricted on speed which is another problem. Your too slow. It might be advantages to just go around b airspace altogether.
![Seungmin "그렇게, 천천히, 우리(As we are)" | [Stray Kids : SKZ-PLAYER]](http://i.ytimg.com/vi/kAzmhLHePqU/mqdefault.jpg)
We use our manual E6B to calculate the last time a girl talked to us... taking wind direction into account of course
7.ZeroProductions 1989?
Very useful. You've answered a lot of questions that usually don't get address in early training. I really like your thoroughness. Thank you.
Glad it helps! Be sure to share us with your friends on FB and around the airport!
*I'm 2 weeks out from my IFR checkride, and I'm feeling overwhelmed kind of like I did for my first couple cross countries in Private. I think I always over complicate my planning to be honest. 😂 Great video summary!*
Great video! I was listening to this at work so I may have missed it. The one thing (I think) you missed is to explain the unusable radials of the VORs in the IFR Supplement. Definitely an important consideration in planning an IFR flight using only VORs!
Free ground, this is so awesome!
Great stuff John! remember to check those NOTAMS and TFRs first so you don't waste your time planning everything and then find out the RWYs closed haha.
great video. Thank you so much. I am half way through my IFR training.
F
Glad it was helpful!
Learnt a lot from this
While planning alternate to Daytona beach, you planned direct - that would require GPS, which you said you don’t have. Also you went through restricted airspace without checking it’s limitations
Very helpful video, passed my instrument checkride!
Great video when looking it for the first time
Great video, Jon- valuable information here!
Of course!! Happy to help
Thank you for great video and excellent teaching
Glad it was helpful!
Thanks Jon. What if you want to fly a touch & go approach and then go to another nearby airport for practice approaches on one IFR Flight plan. Do you list the airport of intended touch and go in the route portion of your plan and then the nearest nav aid and put the succeeding airport for your destination?
oh! I got my answer when I scrolled down! Der!
Great video. The Flight plan form is outdated since this video made. Make sure you use ICAO form now..right?
Very nice. Great job. Helpful. I'm over in West Palm Beach.
Glad it helps! Share us with your friends!
Great video man, really helpful and relevant
Am I somehow missing the checklist link in the description?
You and me both
Same here... :-(
Thank you for doing this and all the videos you do.
would you list direct to each VOR like you have in flight aware? Or would you put the name of the victor airways youre going to be on in the flight plan?
Hey Jon, im very appreciated of this video as it helped me understand so much more. But is it essential to include a victor airway? Thanks
Awesome realy enjoy your video. ...am an old school pilot ..but rusty pilot been out of aviation actively for 12 years would like to spool up to speed with the new flight planning soft ware available..what do you recommend for flight planning soft ware and hardware product ..regular android tablet or ipad..
Take a look at Foreflight.
I've flown nearly 500 hours VFR with a lot of cross country. You said that hopefully we would recall from a VFR flight plan. I have never filed a VFR flight plan...ever.
yeah.. there's LOTS of bad pilots out there.. They just don't normally announce it. If you were paying attention, you'd realize he was referring to west-even, east-odd..
I never file vfr flight plans. Ever. I do, however, get flight following. Unless it is denied, I always get flight following. If flight service was worth their salt, I would consider filling a vfr flight plan.
@@freakfly23 At least if you file...there is a chance SAR might be sent to find you......
@@kneecaps2000 It will be hours before SAR even starts looking for you. First, you have to be 30 minutes overdue. If you go down shortly after departure on a 4 hour trip,, you do the math. Then they start trying to call you. Then they call your destination airport, departure airport, and all airports on your route. When they do finally launch, they look 50 miles on either side of your route. If you get flight following, you're radar identified right away and talking to atc. If anything happens they send people to look for you almost immediately and they know where you are.
@@freakfly23 Agreed flight following is better if it's available...but none of those reasons are compelling enough essentially not bothering to file a VFR plan. I suppose it's a personal choice though.
Excellent instruction. 👍
Never plan to transit through a restricted area, and preferably not through a MOA either, while enroute to an alternate. You could get jammed up by ATC during the divert and if NORDO you don't want to be bumbling through a hot restricted area enroute to the alternate.
So question you add the IAF as a waypoint on your flight plan and then add the airport as your last point?
Now can we just use the routes in ForeFlight or skyvector or is that not recommended
Sky vector is literally a godsend
So is iflightplanner.com and its aviation maps section which is used whether you're planning or looking at the weather/briefing for weather. www.iflightplanner.com/AviationCharts/ type in a route string at the top and you'll get it shown... :) it'll show you real time or close to real time nexrad composite, or mrms not sure.. difference is mrms uses the various nexrad stations and adjusts their presentatio to show you the lowest possible precipitation level, and things like that. variable products.
What are some good flight planning and W&B apps to buy?
Is there a policy of 80 miles max between VORs? Didn't know that, esp for IFR flights. like to adjust my sim flights to be as realistic as possible heh. So I flew a few times lately KALB to KBDL using the route STELA HADUX I think... Hadux is the first ILS intercept for runway 33 at KBDL though :)
Am I understanding this correctly? It seems most of the principles around IFR flight planning besides the method of navigation and reduction of airspace limitations seems to use VFR flight planning principles and foundations as far as regarding a majority of safety procedures and weather considerations.
great video! i have a lot of questions about all the acronyms you used, im new to instrument flight training and would be nice if you explained what they mean during the video. ie star sid oroca
Always great educational videos
I'm confused. You added NITTS (fix) to the route to cut down on the mileage between KPIE & KGNV but earlier you said that you don't have RNAV onboard & cannot go directly to a fix.
Hey Jon. Couldn't you just switch VORs at the halfway point to stay on that airway from PIE to GNV?
I liked your video. But, there are a few things I need to learn about first. One thing I did not quite understand is about making your final destination a fix or vor rather than the destination airport. If, for some reason, you can't land at the destination airport, why can't you go back to the fix.
Wouldn't you also have to plan your alternate via non direct route since youre /U?
Quick question: when you’re filing a victor airway and it has two numbers associated with it ( say V195-295 ), do you file both numbers after the “V” or just the first number immediately filling the “V” on the route section of the flight plan?
Did you figure out that answer, because i have that same question
I'm only an Instrument Student, so take this as a NON-expert answer, but I think it has to do with overlapping Victor Airways. So the one you use is based on where you're ultimately going. If there's an intersection where, say, V195 goes off to the northeast and V295 goes due north, and you're planning to go northeast after said intersection, you'll be using V195 in your flight plan. I've noticed that airways overlap sometimes and then split off elsewhere. This seems to be especially true in areas where it wouldn't make sense to have two Victor Airways run parallel to each other when it would be fine to have them overlap between two intersections.
Hi Jon, your video(s) are very informative. I am a low hour private pilot (60 hours) and am interested in taking longer cross country flights which would require refueling which you speak a lot in this video. My home airport 76G invoices me monthly for fuel purchases, however I am not aware on the common practice for purchasing fuel at other airports. This is not a topic that was discussed during my flight training. Short of piecing together this information, I though I could see what your experience has been for purchasing fuel at other FBOs (fuel Card, Credit Card, Cash)? Also, my FBO is self serve, how would I purchase fuel at another fbo that is not staffed full time (self serve)? Hopefully this is a valid question, thanks - Mark
Pretty much every airport with self serve gas has a credit card reader. Same as at the gas station for your car, swipe and fill it up!
Do your homework on fuel prices and FBO fees. It can get expensive fast. I normally call new or unfamiliar FBOs just to make sure they are going to be open, have fuel and such so there are no surprises.
what must you report to ATC when not in radar contact? Where is this explained in the FARs or AIM?
Aim 5-3, Far 91.183 and Far 91.187
Also, pilots cafe is a great study resource to utilize. It has most information you'll need, and the far/aim section associated with it. Good luck!
Hello. I am learning to fly and found your video very useful. However, I somewhat can't get t display arrival and departures as you do on Skyvector. What is your secret?
Cyril Deretz just hover mouse over airport and it should have all the charts in pdf format.
Sadly only usa is supported
Notams?
Where do you go to get this lift index report or is it in foreflight?
No, it can be found from various providers on google
@@fly8ma.comflighttraining199 which one do you prefer
At 19:50 when you say "there's no way for us to get to the IAF if we file to the airport"...a student will probably think "why not just enter the IAF in the GPS in hit the Direct To button? Isn't that a way for us to get to the IAF?" Now I know what you're trying to say, but when you're dealing with students, you really gotta choose your words more carefully man. Saying there's no way to get to the IAF isn't the most clear way to make your point. You're going to confuse a lot of students by wording it that way. And btw on a side note...yes you should follow AVEF lost comm procedures...but in reality if you file to an airport (and not an IAF), ATC is going to see you on the radar, they're going to know you're squawking lost comms, and if you go direct to an IAF, they're going to know what you're doing...and frankly it will create less hassle then if you fly to the airport like you filed. Just saying. That may have been relevant in the days before GPS, but nowadays it doesn't feel very practical. I feel like this whole you-should-file-to-the-IAF argument is something that flight instructors say who don't really have any real world experience flying long distance flights either part 135 or 121. And another another side note...what if the runway you filed an IAF for closes, or the winds change and favor the opposite runway, etc? Kinda surprised you mentioned nothing about circling during your planning.
The checklist seems to have disappeared.
Can't find it either
How do you file IFR with multiple approaches at more than one airport?
For example the student required IFR cross country 3 IAPs at 2 different airports?
Just file to go to multiple airports, you don't actually "file" an IAP on a flight plan, just the route and destination
FLY8MA.com Flight Training
I guess a request is made upon arrival for the desired approaches. Same with requesting IFR for approaches at the departure airport.
I just filed three separate flight plans.
So your alternate.... will take you thru a restricted area (R2906) / (R2907 A) and a MOA(Palatica 2) ??? And this video is about best practices for flight planning??? Quit watching at 9:20 in. Are you going to mention that you need to check weather - TAF at your alternate at time of possible arrival to ensure your 'alternate' is indeed valid and not another below minimums airport ??? SMH
do we need a degree in engineering to become a Flight Planner? Can you get the job if you study Aviation Management?
aicraft dispatchers work for large airlines and do this for pilot before their flight. There is schooling for it, im not sure if its standard degrees or what
I'm pretty sure that all you need for the license is the FAA dispatcher certification, but you may be more employable if you also have a bachelor's.
?? LAL V157 OCF ??? 2 nm shorter
no flight plan was filed out too much talk . fill out the form.
Please make your video with writing description. So that we can understand easily.
This is ok for learning the basics in a basic aircraft but in reality these days most flights try to plan gps direct.
The main problem here is that chunk of controlled b airspace and the restrictions you will have. Altitudes and being vectored for traffic. The great thing is being ifr they will deal with you as opposed to very they most likely will not want to.
Question is how good are the controllers there to vectoring you or assigning an altitude so you can take the most direct route?
Good thing your not in wash dc or nyc airspace. A small aircraft is restricted on speed which is another problem. Your too slow.
It might be advantages to just go around b airspace altogether.
"Find yourself a 6 seat airplane to take your 4 friends and go get checked out in that." -Doesn't exist in the rental world
Looks like you added a gps waypoint anyway
NITTS is not a GPS waypoint. It's identified using crossing VOR radials or a VOR radial and DME.
as far as i have unterstood this tutorial that waypoint is optional
Slow down a little on the speech rate??
Probably easier to do a quadruple bypass blindfolded....