Flying A Partial Panel ILS Approach
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- Опубликовано: 31 дек 2020
- Can he?
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Disclaimer: I edit my videos for time and entertainment purposes. Editing removes context and procedures crucial to safety of flight. This video is created for entertainment purposes and I do not claim it to be instructional. 
Развлечения
I've never seen so much professionalism in a cockpit
I thought you were doing the Embry riddle briefing at the start of the vid
Great video, with getting my PPL in October, I started ground school via Sportys for instrument and now just had first lesson in plane today for it after also getting my Complex endorsement today in an Arrow as well. Keep up the great IFR vids that have been coming out!
Absolutely love your “style” of teaching, you make flight training more enjoying other than how some instructors who are so bland with their teaching, just passed my commercial and getting ready for cfi training and definitely learn a lot from your videos sir(:
Thank you for the kind words! Good luck with CFI training!
HAPPY NEW YEAR !!!! 🤗😘
“My personal minimums are 1000’, I’ll never go below that without being visual” DPE’s hate this one simple trick! Lol Awesome partial panel approach, Conrad is really coming along!
😂 He’s doing a great job! Not long before he’s done I’m sure
Awwwww. The bromance is real with y’all 3. Cute.
Shoot whenever I was doing my partial panel training, it was always like 30 knot winds at altitude LMAO.
Actually it was like that and super gusty on my Instrument Checkride. Flew a localizer approach with a "failed" vacuum system and that aircraft didn't have a GPS. It was so much fun.
Bob the builder he can do it, yes he can! 😂 Great to watch thx both.
That seemed like such an enjoyable flight hahaha. Cant wait until I do my IFR training!
Happy New Year Lew....but wait a minute, is that a C....., no way :-) Oh right, I did see 32042 at the shop the other day, finally!
Love the video man, and great instructing style. I fly for fun, and can't stand it when an instructor forgets to pull the stick out of his arse before he gets in my plane. Speaking of my plane, it has an IFD-440 but an otherwise crappy 80s panel with vacuum AI/DG and an inop AP. I have been putting off doing my instrument till I get the AP fixed and GI-275s installed, but it's going to be months to get in the shop. This video might have just motivated me to get it done now. Vacuum failure partial panel doesn't look nearly as impossible to manage as I had envisioned.
Vacuum failures are not that bad once you’ve practiced it a few times. Thanks for watching. I’m glad you enjoy my style. There’s no need for instructors with sticks up their backsides. Those days are long gone and I’ve tried to usher in a newer, more relaxed yet standard oriented style of training. Glad it comes across well 🙌🏻
Happy New Year...
A hoy’ mate cast the forward sail! 😂
Watching this is starting to make me stress about my instrument flight lab that I'm starting in a few weeks.
The boat floating across the chart was nice subtle touch, I was on the floor laughing.
Haha that’s brilliant! Glad you liked it
Maybe a little too much anti-fun in this one 🤣
My contrizzles 😭🥰
PS, you should come instruct with us in Denver 😉
I’m living for these bleeps
I don’t get any of this stuff because I haven’t actually started flight school for goodness sake I’ve only FLOWN a plane once in my life, this summer, but I’ve sat in the left seat of a CJ1 and premier 1 basically all my life. However...I still like somehow enjoy these videos! Thanks for the content Mr. Dixon (LOL)
Ahh yess we meet again
@@ivexcrustaceanYT ohhh very cool this is crazzzyyyyy
What go pro mount do u use for the over head go pro? Is that a suction cup or a actual mount? I wanted to record my solo and wanted to know
The sticky mount that comes with the gopro. Hang it upside down
Thank you! Someone else who points out nose wheel steering does fuck all!
Edit: did you get chewed out for unprofessionalism? I reference your videos all the time to show how an instructor and students relationship should be. Like you can tell how much more frustrated and tense the student was as soon as you became more clinical.
I’m my own boss so nobody chews me out haha.. I know some people don’t like my style because they weren’t loved as children, but that’s none of my business! Haha
@@LewDixAviation Okay good! Yeah I was talking about your teaching "style" today and it's one of the more effective ones I've seen. Anyways, keep the awesome work up boss, genuinely an inspiration to us other lowly instructors!
I just wonder that how many hours student have ? Btw cool video as always :)
Don't let that kid have too much fun. Flying should be like visiting the dentist.
Hello big boss love your stuff
I’m in Germany 🇩🇪
I tried emailing for lessons for when I come over just need advice on few matters
If given a heading and altitude into a bravo are you cleared or do you still need to hear the words?
Ask the controller that gave you the altitude and heading. Those guys make mistakes too.
Is it scary to fly in your planes
Is it bad for a city or panic attacks any advice for 1st flyer don’t find any vids on it
Lewis, chat with me. Coming to town next week bro!
LewDix, you either have a waiting list of 1000 potential students or get phone calls from Uncle FAA daily. I enjoy your teaching style. If this is real IFR training let me know. Thanks.
Hi
whats up with the right side panel in front of lewdix?
also if he would be flying imc,what is he using to check attitude?
It’s an iPad holder..
He’s using his airspeed indicator, altitude indicator and vertical speed indicator for pitch.
@@LewDixAviation oh ok
If you are cleared for the ILS approach, shouldn't you be following ILS procedures and following the glideslope? I thought it is a different clearance when they say cleared LOC approach, where the procedures are different
So the final approach fix on an ILS is where you intercept the glideslope. When cleared for the approach you are free to adhere to the altitude restrictions on the approach. I just had an instance in a recent flight where the step down in altitude got me out of the clouds before the final approach fix and I was clear of clouds all the way to the runway. I would rather get out the them than give myself more work staying in them until glideslope intercept if you see what I’m saying?
@@LewDixAviation but I would think that's only for a LOC approach where your only vertical guidance is the step down? On an ILS approach, wouldn't ATC expect you to follow the glide slope (and potentially maneuver other aircraft around you based on that)?
@@spelldaddy5386 the glideslope intercept point is at the final approach fix. You can intercept before that, in fact I teach that as well, but a prime example of why those step downs are good is what I said in the previous response. When cleared for the approach, the controller gives you free reign on how you want to fly that approach as long as you stay within the confines of the approach plate and what is published. A few DPE’s that I’ve used for my students all told me they want to see the candidate using the step downs. Makes a lot more sense to step down and get out of a cloud rather than stay in it
@@LewDixAviation interesting... I think I understand now. Thanks!
@@spelldaddy5386 no problem!
Happy Nee Year
Skipped at the F-Bomb........ Fundamentals of Instructing 101
This channel is not for you. Move along.
That is the wrong way to set personal minimums, you only get away with this oversimplification because you are flying flat lands, it will bite you in the mountains. 1000 ft above what? Under what parameters? If the approach mins are 1000agl your personal mins are = legal mins? What about the density altitude? Does the missed require a basic climb of 200ft/nm at sea level or 450ft/nm at 7000ft?
You are much better saying something like 700ft above the legal approach mins, and some extra buffer if your calculated climb gradient, at actual weight and altitude, is close to the required climb gradient. The buffer for the missed climb is slightly more complicated than the DA/MDA buffer; I have two airports in my area with ~430ft/nm climb requirements but one is only to 1000 above the airport, while the other goes to 5000 above the airport. Clearly a 700ft buffer will take care of the first, but 700ft will only add about 70ft/nm buffer for the second airport [assuming a legal DH of ~500]) Adding 70ft/nm is ok if you calculate a 500ft/nm performance as this will provide 140ft/nm total buffer but if you calculate 440ft/nm performance and are not certain to have the help of some headwinds then it may be to close for personal comfort. Then you also must consider visual range, zero buffer may be ok if conditions are clear enough to see and avoid the controlling obstacles but an 80ft/nm buffer may be too close for comfort in hard IMC.