@@TarHelcaraxe many people don’t pass on the first time…nothing wrong with that specially on the instrument check ride where messing up in real life could put you in a life or death situation
Dude, 8MA is THE man... saved me for my IRF check ride oral. 8MA is like a disciple of Jesus when it comes to preaching the good word of IFR sh*t. love him!
I had no knowledge of these charts before and now I understand everything that has been mentioned in the video. This has been a easy to understand and very helpful video! I can't wait to watch the rest of the playlist!
Great vid. At 60, and flying since 15, looking at these charts reminds me of the VOR based world I started in. Those victor airways are all formed by VOR intersections. Its obviously safer now to use GPS with map situational awareness, but you have to admire the VOR system. The ultimate for a VOR IFR driver was two NAV/COMs with one set to the current radial and the other set to flip the needle when crossing the intersection. You kept the moving map in your mind, and used various tricks to verify that you were at the right place at the right time.
Now it is 6-axis gyro with GPS for kids and none would know what to do with Diesel Oil Beacons now ▬ NDB were over-the-horizon? Let say we are to ferry a P-38 to Okinawa and alight on the runway my father built working for CB-s ••• I have to imagine carrier-ships for en-route with me explaining ACARS to one of them ~ that was before when CDC-7700 was seven-bit and I can only guess that ferry pilot would not have LORAN
Thank you! I'm a rusty Pilot. I had stopped halfway through my IFR due to financial troubles. I am trying to come back. First I'm trying to prove I can pass the written exam.
I watch these videos mainly to make my simulation experience as realistic as possible. I contemplate going to an Aviation School sometimes. It would be nice to understand and be decent at it before going. Would save me money as well.
Great, informative videos. I noticed many of the five-letter airway intersection names have a local flavor to them. Surrounding the New Orleans airport there is ZYDCO for zydeco music, VOODO - New Orleans has a deep history of voodoo. RYTHM for NOLA's unique blend of music. And my favorite, OYSTY - oysters are an absolute pillar of NOLA cuisine. I'm guessing airport officials for that particular city put in requests to the FAA for naming privileges of the nearby intersections. Anyway, looking forward to watching the remainder of your well presented videos.
oh hell fucking yes!! I very much appreciate your videos.. going through instrument rating right now... i wish my ip would break it down this simple for me rather than bombarding me with term after term. Thank you Sir!
Really helpful videos... just curious about the terminal VORs not having a compass rose. I thought the terminals all have a T in brackets like the PGD VOR, but the homestead VOR you showed doesn't, do you know why or is this just a silly question? Thanks in advance!
Great video. I'm starting to think about getting my instrument rating so videos like this are solid gold. I wonder about the D-shaped symbol with a distance inside it. You said it indicates distance to a navaid, which is correct, but a pilot in another video I watched said that it gives the DME distance to the navaid, and so the navaid would have DME. I suppose with GPS advancements the distinction is moot nowadays but since DME gives slant distance rather than straight over-the-ground distance, it might be worth pointing out. Am I right? Am I wrong? Does it even matter?
@3:00 The OROCA is NOT to be used for any direct route navigation and does not GUARANTEE obstacle clearance since those numbers are not flight checked. The OROCA is published for situational awareness only for quick reference in case of inadvertent IMC. The only way to off-route plan IFR is to use a current VFR sectional to clear 4 nm either side of your route and check NAVAID reception , non-gps, with the Chart Supplement.
Blackhawkpilot14 Actually, you can use an OROCA altitude on a Low IFR chart as a reference. You have to file for the odd/even altitude equal to or above the quadrant altitude, but ATC will likely assign you to an appropriate altitude. You are limited to an altitude below 18,000'. The course can be direct from your departure airport to an IAF for the approach to your destination. The equipment would need to be an IFR certified GPS or RNAV unit. See Rod Machado's Instrument Pilot's Handbook, page 16-9, Flying Direct Routes, for the explanation.
You are specifically prohibited to use the OROCA for direct route flight planning by the FAA. See the Instrument Procedures Handbook FAA-H-8083-16A page 2-27 "OROCAs depicted on en route charts do not provide the pilot with an acceptable altitude for terrain and obstruction clearance for the purposes of off-route, random RNAV direct flights in either controlled or uncontrolled airspace." The Semi-Circular rule of FAR Part 91.179 specifically states that mandatory odd or even directional altitudes for IFR flight applies to Uncontrolled airspace. That does not mean that ATC will only use those altitudes, remember that you can file for any altitude you want it is up to ATC to clear you for it.
Blackhawkpilot14 I guess you didn't read my note correctly. The book does not say it is prohibited! Read past the sentence you quoted. It says in the following paragraphs that ATC can except an altitude below the OROCA, MEA...you are responsible for your own obstacle clearance, but that isn't real smart, is it? If you read my note, you will see that I said it can be used as a reference, and fly the next higher IFR altitude depending on the course flown. How do you fly a direct route between waypoint fixes? Carefully! If you fly for a commercial operator, your operation rules most likely say 'not authorized'. The IPH does not specifically say it is prohibited. Maybe obstacles grow in the dark or clouds, I can't say for sure. Maybe the FAA knows that the OROCA's are really 1000' and 2000' above all obstacles, but they are covering their ass. In the non-mountainous areas, it is a good idea to check the NOTAMS for that most recent new tower along your route of flight. I've never seen a 2000' tower depicted on top of a 10,000'+ mountain in the USA West, but I'll check when I fly over the Cascades IFR directly above that mountain. We usually avoid flying in a direct route over the volcanos, but the airlines fly well below those higher OROCA's because they are on the Victor routes, or approved Terminal arrivals. It really isn't rocket science!
"OROCAs are intended primarily as a pilot tool for emergencies and SA." Proper flight planning for direct route flights I agree are not rocket science but are perfectly safe if the aviator is not lazy in the planning phase. I have logged over 5,000 as a military aviator and many of these were IFR between fixes. I fail to see how the phrase "do not provide the pilot with an acceptable altitude for terrain and obstruction clearance" does not mean that you cannot use this number to plan. Using a current VFR sectional means also updated using NOTAMS and the Chart Bulletins section of the Chart Supplement you can safely select an acceptable altitude well below many OROCAs. It is simple to find your highest obstacle round the altitude either up or down to the nearest hundred foot increment, 49 feet or less down 50 feet or more up, then add your 1000 or 2000 feet according to FAR Part 95. Any pilot should know and are warned by the FAA that OROCAs are NOT flight checked and the information that they were established with may not be as yet verified.
Blackhawkpilot14 Yes, I agree with your first sentence. We had to use OROCA's for emergency descent protocols when I did my High Altitude endorsement at American last fall in the 737-800. We had to take an emergency course off-route to avoid other airway traffic should we lose comm, and then make sure we reached a safe altitude above terrain. That was the emergency procedure practiced from FL350. What is not mentioned is what is a minimum direct altitude when there IS an OROCA? The problem is that structures have penetrated the 1000' OROCA altitude in the past without immediate notification of the FAA. It seems that permits are required well in advance of construction at this point and NOTAMS list these; with electronic charts and obstacle clearance terrain software, a more reasonable safety SA is possible. Since in the West all OROCA's on charts are 2000'+, making a mistake off a sectional is too risky. A couple from Minnesota did just that near south side of Mt Baker and hit the Twin Sisters in the summer of 2015, on the same day another pilot did the same on the north side over the North Cascades trying to duck under clouds or the overcast. Neither did their homework and were several thousand feet below the OROCA which is 13000'. Their appropriate VFR altitude was 14,500', and IRF minimum would be 14,000' or 3200' above the highest obstacle. Both are oxygen required altitudes, but these pilots got into partial or limited visibility in scattered or broken clouds, and did not do a 180. The guy on the south was at about or below 7100' when he hit, and the other impacted at around 87-8900'. Both altitude and navigation were issues, had they been at least at the OROCA, they would have survived...SA! Fortunately, the grand daughter of the north side plane walked out. The most serious CFIT accident here was years ago, prior to GPS, when Seattle approach forgot about the RC135 and left them vectored into the Olympic Mountains in IMC. My cousin's husband was on the TWA flight into Dulles in 1974, when ATC goofed and cleared their descent. That is where strict step-down altitudes on approaches and OROCA's became policy due to that accident.
How do you know if the IFR charts you download from the web are up to date (without going into payware) ? because i've seen some frequencies that have changed over time
Hello! Not sure if you are aware, but a TikTok user is posting your content (on their account) which is in clear violation of their IP guidelines. I found 7 of my channel's videos on his account. If you would like more details I am happy to share. I just wanted to let you know as a fellow creator. I found several of your videos on his account too.
Might want to avoid ATP if you can people. It’s great if you give your soul to it. But if you don’t want to give them all your money, time and second born child, go somewhere else
Watching this on the morning of my IFR checkride 😂
How did it go
SAME
Same
@@slimgoodman Who fails from checkrides? :D
@@TarHelcaraxe many people don’t pass on the first time…nothing wrong with that specially on the instrument check ride where messing up in real life could put you in a life or death situation
Dude, 8MA is THE man... saved me for my IRF check ride oral. 8MA is like a disciple of Jesus when it comes to preaching the good word of IFR sh*t. love him!
You explained en-route charts a lot better than commercial video courses I have seen!
Thanks! Glad it helped! Check out the website for some other helpful videos too! www.fly8ma.com
taking my CFII ride today, thanks for the review!
Good luck to you!!
I had no knowledge of these charts before and now I understand everything that has been mentioned in the video. This has been a easy to understand and very helpful video! I can't wait to watch the rest of the playlist!
I really enjoy your videos and use them a lot for IFR info. Thanks!
Great vid. At 60, and flying since 15, looking at these charts reminds me of the VOR based world I started in. Those victor airways are all formed by VOR intersections. Its obviously safer now to use GPS with map situational awareness, but you have to admire the VOR system. The ultimate for a VOR IFR driver was two NAV/COMs with one set to the current radial and the other set to flip the needle when crossing the intersection. You kept the moving map in your mind, and used various tricks to verify that you were at the right place at the right time.
Now it is 6-axis gyro with GPS for kids and none would know what to do with Diesel Oil Beacons now ▬ NDB were over-the-horizon? Let say we are to ferry a P-38 to Okinawa and alight on the runway my father built working for CB-s ••• I have to imagine carrier-ships for en-route with me explaining ACARS to one of them ~ that was before when CDC-7700 was seven-bit and I can only guess that ferry pilot would not have LORAN
My instructor has me navigating using both VOR with CDI instruments and GPS.
I've got my IFR Checkride in a few hours! watching this video one last time
Good luck!
Thank you! I'm a rusty Pilot. I had stopped halfway through my IFR due to financial troubles. I am trying to come back. First I'm trying to prove I can pass the written exam.
Best of luck!
This video has been so helpful throughout my ifr training, keep up the good work and thank you very much
Good luck to you with your ifr training!! Check out the site and the rest of the channel for more helpful vids
Thank you for this! I just finished my IFR part 1 ground class and have an exam tomorrow. You definitely answered my questions. Keep up the good work!
Glad I could help!
I just started basic instruments at Rucker. Love your videos. They are very helpful!
Thanks Ryan, good luck to you with instrument!
Thank you for all your videos. Currently studying for my IFR and they really help
Really appreciate this series. Very informative. The way you explained the material made it very easy to understand. Keep up the outstanding work.
Thanks Ash! Check out our other videos on www.fly8ma.com !!!
@@fly8ma.comflighttraining199 Will do!!
Just got my II. Thanks for the refresher
Great video!!! Thank you! This was really well explained!!! Small note that at 2:29 V521 breaks at Quncy (and not via LaBelle VOR)
Much appreciated!
I watch these videos mainly to make my simulation experience as realistic as possible. I contemplate going to an Aviation School sometimes. It would be nice to understand and be decent at it before going. Would save me money as well.
Jon you are a really good teacher. 👍🏻
Thanks Johnny, I appreciate it!!
Thank you. You are a gifted teacher.
I’m very thankful for your videos
Always here to help!
Great, informative videos. I noticed many of the five-letter airway intersection names have a local flavor to them. Surrounding the New Orleans airport there is ZYDCO for zydeco music, VOODO - New Orleans has a deep history of voodoo. RYTHM for NOLA's unique blend of music. And my favorite, OYSTY - oysters are an absolute pillar of NOLA cuisine. I'm guessing airport officials for that particular city put in requests to the FAA for naming privileges of the nearby intersections. Anyway, looking forward to watching the remainder of your well presented videos.
Hey Joseph! I agree that's pretty cool attention to detail, glad you enjoyed the video!
Amazingly helpful! Thanks for a great explanation!
Not a problem! glad to hear you enjoyed the content!
Excellent walk-through / refresher. Thank yous!
this video is a LIFESAVER!!! Thank you so much!
Super informative, helped a lot more using visuals than just the Instrument Flying Hamdbook
I am here because of verflixxte klixx ep. 97! Great work!
Up to but not including 18,000 MSL. and thank you for the this great video
Glad it helps! Fly Safe!
*here 30 mins before my IFR written, I'm hoping nothing will surprise me! this is a great through review to cram in before the exam* thank you :)
Well, how did it go?
How'd it go?
@@masterchiefgtxable I passed, and I'm an Inst6rument instructor now in Atlanta :)
@@aayushpanda9 I passed, and I'm an Inst6rument instructor now in Atlanta :)
oh hell fucking yes!! I very much appreciate your videos.. going through instrument rating right now... i wish my ip would break it down this simple for me rather than bombarding me with term after term. Thank you Sir!
S G qq
Glad it helps! Be sure to share us on FB and with your friends around the airport!
The best video on the matter! Thanks.
Good info, thanks for taking the time to make!
I'm glad it helped a bit!
Great refresher thank you!!!!!
You’re videos are epic... wish I found your channel sooner
Thanks for your help. Greatly appreciated
thanks for your great explanation!
Glad it helps! Be sure to share us with your friends on FB and around the airport!
This video has helped me, tremendously. Thank you!
Sure thing, Vonny!
Excellent video
Thank!! Feel free to share it around with your flying friends!
Thank you for your help video -from Mita
Thank you for posting this video . Very helpful.
Great video! correct me if I’m wrong but I think the MEF stands for maximum elevation figure not minimum elevation figure
Thanks for this!!!
Great Stuff, Thank you for sharing !!
Glad it helps! Good luck with training!
great job!
Great Video. Thanks.
Thank you!
Great video 👍🏻
Thank you for the great video!
Sure thing! Fly Safe!
Subscribed!
Great video! Thanks.
Glad it helps! be sure to share us with your friends around the airport and on FB!
Good info, good presentation. Thank you
Glad it helps! Fly Safe!
Please explain when MEA,MOCA,ETC not shown on a low altitude chart example v198 from SZW to MAI to CEW
great video
Great Info!
Glad it helps! Be sure to share us with your friends on FaceBook and around the airport!
Thank you
Maybe a video about the FAA MON plan?
Where did you get that Chart from? I am trying to fly as real as possible on my flightsim but I cant find any good charts.
Always give a like to our RUclips aviators
Really helpful videos... just curious about the terminal VORs not having a compass rose. I thought the terminals all have a T in brackets like the PGD VOR, but the homestead VOR you showed doesn't, do you know why or is this just a silly question?
Thanks in advance!
9:05 What is the thick brown line on the left labeled B9 on the chart?
Great video. I'm starting to think about getting my instrument rating so videos like this are solid gold. I wonder about the D-shaped symbol with a distance inside it. You said it indicates distance to a navaid, which is correct, but a pilot in another video I watched said that it gives the DME distance to the navaid, and so the navaid would have DME. I suppose with GPS advancements the distinction is moot nowadays but since DME gives slant distance rather than straight over-the-ground distance, it might be worth pointing out. Am I right? Am I wrong? Does it even matter?
@3:00 The OROCA is NOT to be used for any direct route navigation and does not GUARANTEE obstacle clearance since those numbers are not flight checked. The OROCA is published for situational awareness only for quick reference in case of inadvertent IMC. The only way to off-route plan IFR is to use a current VFR sectional to clear 4 nm either side of your route and check NAVAID reception , non-gps, with the Chart Supplement.
Blackhawkpilot14 Actually, you can use an OROCA altitude on a Low IFR chart as a reference. You have to file for the odd/even altitude equal to or above the quadrant altitude, but ATC will likely assign you to an appropriate altitude. You are limited to an altitude below 18,000'. The course can be direct from your departure airport to an IAF for the approach to your destination. The equipment would need to be an IFR certified GPS or RNAV unit. See Rod Machado's Instrument Pilot's Handbook, page 16-9, Flying Direct Routes, for the explanation.
You are specifically prohibited to use the OROCA for direct route flight planning by the FAA. See the Instrument Procedures Handbook FAA-H-8083-16A page 2-27 "OROCAs depicted on en route charts do not provide the pilot with an acceptable altitude for terrain and obstruction clearance for the purposes of off-route, random RNAV direct flights in either controlled or uncontrolled airspace."
The Semi-Circular rule of FAR Part 91.179 specifically states that mandatory odd or even directional altitudes for IFR flight applies to Uncontrolled airspace. That does not mean that ATC will only use those altitudes, remember that you can file for any altitude you want it is up to ATC to clear you for it.
Blackhawkpilot14 I guess you didn't read my note correctly. The book does not say it is prohibited! Read past the sentence you quoted. It says in the following paragraphs that ATC can except an altitude below the OROCA, MEA...you are responsible for your own obstacle clearance, but that isn't real smart, is it? If you read my note, you will see that I said it can be used as a reference, and fly the next higher IFR altitude depending on the course flown. How do you fly a direct route between waypoint fixes? Carefully! If you fly for a commercial operator, your operation rules most likely say 'not authorized'. The IPH does not specifically say it is prohibited. Maybe obstacles grow in the dark or clouds, I can't say for sure. Maybe the FAA knows that the OROCA's are really 1000' and 2000' above all obstacles, but they are covering their ass. In the non-mountainous areas, it is a good idea to check the NOTAMS for that most recent new tower along your route of flight. I've never seen a 2000' tower depicted on top of a 10,000'+ mountain in the USA West, but I'll check when I fly over the Cascades IFR directly above that mountain. We usually avoid flying in a direct route over the volcanos, but the airlines fly well below those higher OROCA's because they are on the Victor routes, or approved Terminal arrivals. It really isn't rocket science!
"OROCAs are intended primarily as a pilot tool for emergencies and SA." Proper flight planning for direct route flights I agree are not rocket science but are perfectly safe if the aviator is not lazy in the planning phase. I have logged over 5,000 as a military aviator and many of these were IFR between fixes. I fail to see how the phrase "do not provide the pilot with an acceptable altitude for terrain and obstruction clearance" does not mean that you cannot use this number to plan. Using a current VFR sectional means also updated using NOTAMS and the Chart Bulletins section of the Chart Supplement you can safely select an acceptable altitude well below many OROCAs. It is simple to find your highest obstacle round the altitude either up or down to the nearest hundred foot increment, 49 feet or less down 50 feet or more up, then add your 1000 or 2000 feet according to FAR Part 95. Any pilot should know and are warned by the FAA that OROCAs are NOT flight checked and the information that they were established with may not be as yet verified.
Blackhawkpilot14 Yes, I agree with your first sentence. We had to use OROCA's for emergency descent protocols when I did my High Altitude endorsement at American last fall in the 737-800. We had to take an emergency course off-route to avoid other airway traffic should we lose comm, and then make sure we reached a safe altitude above terrain. That was the emergency procedure practiced from FL350. What is not mentioned is what is a minimum direct altitude when there IS an OROCA? The problem is that structures have penetrated the 1000' OROCA altitude in the past without immediate notification of the FAA. It seems that permits are required well in advance of construction at this point and NOTAMS list these; with electronic charts and obstacle clearance terrain software, a more reasonable safety SA is possible. Since in the West all OROCA's on charts are 2000'+, making a mistake off a sectional is too risky. A couple from Minnesota did just that near south side of Mt Baker and hit the Twin Sisters in the summer of 2015, on the same day another pilot did the same on the north side over the North Cascades trying to duck under clouds or the overcast. Neither did their homework and were several thousand feet below the OROCA which is 13000'. Their appropriate VFR altitude was 14,500', and IRF minimum would be 14,000' or 3200' above the highest obstacle. Both are oxygen required altitudes, but these pilots got into partial or limited visibility in scattered or broken clouds, and did not do a 180. The guy on the south was at about or below 7100' when he hit, and the other impacted at around 87-8900'. Both altitude and navigation were issues, had they been at least at the OROCA, they would have survived...SA! Fortunately, the grand daughter of the north side plane walked out. The most serious CFIT accident here was years ago, prior to GPS, when Seattle approach forgot about the RC135 and left them vectored into the Olympic Mountains in IMC. My cousin's husband was on the TWA flight into Dulles in 1974, when ATC goofed and cleared their descent. That is where strict step-down altitudes on approaches and OROCA's became policy due to that accident.
MSFS2020
How do you know if the IFR charts you download from the web are up to date (without going into payware) ? because i've seen some frequencies that have changed over time
In between the MOCA, and MEA, there is blue lettering, and it says 5000G. What is that for? 11:27
Jon Willson That‘s the minimum GPS reception altitude.
Is this list of videos in order?
Hello! Not sure if you are aware, but a TikTok user is posting your content (on their account) which is in clear violation of their IP guidelines. I found 7 of my channel's videos on his account. If you would like more details I am happy to share. I just wanted to let you know as a fellow creator. I found several of your videos on his account too.
Easier than VFR sectionals.
What are those brown lines next to the ADIz ( not the mtr)
The dashed ones?
👍🏻
Nice! What is it you call the site? fly8ma?
Yes! here's the link: fly8ma.com
Oh yes I know. But when you say it, it sounds like something else
why you guys have no subscibers
Share us with your friends!
Might want to avoid ATP if you can people. It’s great if you give your soul to it. But if you don’t want to give them all your money, time and second born child, go somewhere else
Ah, did you get duped by the marketing ads?
Out of focus
TALK SLOWER!
Can you do one for Jeppsen charts please!