For the 3rd time in 1 week, I've had to refer to Boldmethod youtube videos to better explain something my purchased non-Boldmethod IFR ground course couldn't do AND I've only watched 11minutes of this video! 5 stars.
Not sure if anyone mentioned, but regarding the descent calculations you can figure what angle of descent you need to make and then convert it to fpm. For instance, you are at FL300 and you need to be at FL100 within 50NM. You just have to divide the Altitude you want to loose by the distance you have to cover. In this case 300-100=200 so 200/50=4. You need to make a descent with an angle of 4 degrees. Now you can either descend with Flight Path Angle if your aircraft has that option or you can simply convert it to FPM by multiplying those 4 degrees by your speed in NM per minute. Let's say you were flying at 300kts. That 'a 5nm per minute so 4x5=20(00). You need to descend at 2000fpm. This might seem complicated at first but it isn't and it is very useful for other situations like ILS approaches or any other type of approach where the glide path is different from the usual 3 degrees. Knowing you only need to multiply whatever angle by your speed in NM per minute will allow you to know your required rate of descent whatever the slope is. For instance, on a typical 3 degree ILS, if you`re flying at 120kts that would be 2nm per min, so 2x3= 6(00) fpm. Let's say you have this approach with a 4 degree slope. At those 120kt, 2nm/min 2x4=8(00) fpm and so on...
It is a great video. Thank you so much. You have summarized with talent and efficiency in a nutshell what I have been sweating on for months studying my ATPL exams. Keep doing guys!
If you wonder why 1° of a 60 NM DME arc equals 1 NM, here is the math: Circumference of a circle: C=2πr therefore: r=C/(2π) in our case: r=360/(2*3.14) resulting in: r=57.2 close enough to say: r=60 Nautical Mile
Great information your giving out thanks for taking the time to do this video. i’ll pass along a good way to figure out descent planning that works well. You figure out a mileage per each thousand feet and a fairly normal descent rate that you will use. I fly the E 175 and so i plan to descend three miles for every one thousand feet to lose and the descent rate will be 3000 feet per minutes. So if i am at FL360 i need to start down by 108 miles out or if FL300 i will need 90 miles. Many times atc will have traffic or may just forget about you needing lower so here is an example. I am at Fl 360 and 110 miles out and am give FL 300. So i descend at 3000 fpm and stop at FL300 but due to traffic below me i don’t get a lower altitude until i am 80 miles out and are cleared down to 10,000 . so now i am 10 miles behind. so i descend at 4000 fpm and i can hold this descent rate till i get down to FL180 and thin it has to be 2500fpm. In my descent i do the mental math of 3 times my altitude i am crossing through . At 20k i should be 60 miles out ,15k is 45 miles and at 10k 30 miles out. This has worked well and its a good way to figure quickly if you need to tell the ATC we are unable the crossing restriction. Thank for the videos. Blessed day.
thank you very very much indeed for all your help and support u are amazing and god bless you :) keep it up and looking forward to more of your videos.
86 degree arc. What is 1/4 of 86? Half of 86 = 43. Half of 43 = 21.5. That's how i do the mental math. I like halfing the number 86 two times.... which is 1/4. Easier for my mind. Great video. I learned alot and reinforced alot that I already knew from some point in my flying career. Thanks Gents.
@14 min mark, if you move the decimal one to the left of your Ground Speed, that is how far you will go in 6 minutes. 300 kts with 30.5 miles to go = 6 minutes. That is to say, 30 nm in 6 minutes. 15 nm in 3 minutes. Example: How many miles in 43 minutes? I would break it down into 30 minutes plus 12 minutes for easy math. 1/2 of 300 is 150. 12 is 2 times 6 which gives me 60nm. 150 + 60 is 210 plus a minute (215). Another way could be to take 45 minutes minus 3 which would be 225 minus 15....
There is a much more methodical (and accurate) method of mental calculation for time/distance and wind correction problems which is taught in Europe. Where I first did my Private Pilot certificate, no students were using mechanical or electronic flight computers - we were expected to do it all in our heads, which means no heads-down time plugging numbers into a device. I will do an article about this technique, however I first want to be sure I am not covering ground already well covered. I find it difficult to believe such a simple technique, so pervasive in Europe, would be completely unknown to American pilots - yet I have yet to see it mentioned in any US text, or in any of the US flight schools where l have done my advanced ratings. Of course the mathematical fundamentals are identical to what is presented here, but there is a methodology which makes it easier and less error-prone to apply.
@@xenaandzenafromsanbernadin3807 My apologies - I’ve been on international assignment, and have not had the time to prepare this article. Here is a link to a small part of it (in French): storage.ivao.fr/training_public/Section%20Instruction/Pilote/PP/VFR_CAL.pdf This discussion arose again recently in these columns with regard this time to glide performance in an engine-out emergency. This topic is developed in much greater depth by ZILIO in his Guide pratique du pilotage, again in French. en.calameo.com/read/0061390206640c557f649 (This small excerpt is only the introduction, and unfortunately does not include any of the subject matter I have indicated). What matters here is METHOD. There’s nothing intrinsically new here: The calculations themselves are simple, and may be turned around and presented in many different ways, but as we all know even simple problems sometimes become difficult to run in our heads when we are flying, and all the more so in any sort of emergency or high-workload configuration, so we need a way of presenting these calculations in a rote, methodical manner, which is always the same, every time you fly - in this way the calculations are distilled down to their simplest form, and become far less error-prone, while not requiring the pilot to take his/her eyes off the essential tasks of flying. Hope this is of some help….
Alex, at 27:30 you say “for a 15-mile arc, each degree is 1 mile”. Ummmm...you mean to say each degree for a 15 NM arc is 1/4 mile, right? You said it’s 1 mile. Was that simply a slip of the tongue that no one seems to have caught? And then at 32:10, you say 272-212=65. It equals 60, not 65. Just fyi on those 2 errors in case any students are getting confused by those slips.
Dme arc... If the chart shows that it is a 15mile arc, then why doesn't it also show the segment lengths? There's room...why do we need to calculate it?
In the example you gave… 6000 feet to lose by frogs. Descend at 12 miles from frogs for a 5° decent or 20 miles for a 3° decent. So much easier. Absolutely no need to calculate your miles per minute or time to the fix
Dude you’re making this so much more complicated than it needs to be. Divide 60 by the DME arc. 15 DME arc = 4 RADIALS PER MILE. Or 4 degrees per mile. Quit trying to find out what a quarter of something is.
This dude is killing me. Are you serious at the end Clark!? You JUST explained that 1 degree is 100’ / NM. They asked how to calculate descent rate on an ILS. Almost every ILS in the world is a 3 degree wire. 3 degrees = 300’/NM. Multiply by your miles per minute. Don’t divide your GS by 2 and add a 0… Haha what man. This is the worst and most complicated mental math I’ve ever seen. Good god man hit me up and I’ll show you how to do all this way easier so you can redo this video and help a lot more people
"....you don't want to be high at your destination fix......it's always better to be lower early..." This is not good advice because it violates the principal aviation principle that altitude is your friend. The rule should be "....I'd rather be a little high than a little low in all phases of flight....."
@@MatyasArby That's a good point, and all the more reason altitude is my friend - leaves more space for all those other folks below me to maneuver and I can see 'em real good. Thanks for reminding me. Altitude is your friend...just like money in the bank.
I think you may have missed his point of the illustration: 300/60 = 5, but for some people, it is more convenient to simply drop one zero from both numbers, I.e, 300 becomes 30 and 60 becomes 6, as such, 30/6 = 5 .. which is the same answer.
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I don’t know why the other channels make this so complicated. This is a very good, easy to understand. Thank you
For the 3rd time in 1 week, I've had to refer to Boldmethod youtube videos to better explain something my purchased non-Boldmethod IFR ground course couldn't do AND I've only watched 11minutes of this video! 5 stars.
For the DME Arc, just take the whole angle of the arc you´re going to do and divide it by 4.
Not sure if anyone mentioned, but regarding the descent calculations you can figure what angle of descent you need to make and then convert it to fpm. For instance, you are at FL300 and you need to be at FL100 within 50NM. You just have to divide the Altitude you want to loose by the distance you have to cover. In this case 300-100=200 so 200/50=4. You need to make a descent with an angle of 4 degrees. Now you can either descend with Flight Path Angle if your aircraft has that option or you can simply convert it to FPM by multiplying those 4 degrees by your speed in NM per minute. Let's say you were flying at 300kts. That 'a 5nm per minute so 4x5=20(00). You need to descend at 2000fpm.
This might seem complicated at first but it isn't and it is very useful for other situations like ILS approaches or any other type of approach where the glide path is different from the usual 3 degrees. Knowing you only need to multiply whatever angle by your speed in NM per minute will allow you to know your required rate of descent whatever the slope is.
For instance, on a typical 3 degree ILS, if you`re flying at 120kts that would be 2nm per min, so 2x3= 6(00) fpm. Let's say you have this approach with a 4 degree slope. At those 120kt, 2nm/min 2x4=8(00) fpm and so on...
Ya he made this way too complicated. I do the same method
It is a great video. Thank you so much. You have summarized with talent and efficiency in a nutshell what I have been sweating on for months studying my ATPL exams. Keep doing guys!
If you wonder why 1° of a 60 NM DME arc equals 1 NM, here is the math:
Circumference of a circle: C=2πr
therefore: r=C/(2π)
in our case: r=360/(2*3.14)
resulting in: r=57.2
close enough to say: r=60 Nautical Mile
Great information your giving out thanks for taking the time to do this video.
i’ll pass along a good way to figure out descent planning that works well.
You figure out a mileage per each thousand feet and a fairly normal descent rate that you will use.
I fly the E 175 and so i plan to descend three miles for every one thousand feet to lose and the descent rate will be 3000 feet per minutes.
So if i am at FL360 i need to start down by 108 miles out or if FL300 i will need 90 miles.
Many times atc will have traffic or may just forget about you needing lower so here is an example.
I am at Fl 360 and 110 miles out and am give FL 300. So i descend at 3000 fpm and stop at FL300 but due to traffic below me i don’t get a lower altitude until i am 80 miles out and are cleared down to 10,000 . so now i am 10 miles behind. so i descend at 4000 fpm and i can hold this descent rate till i get down to FL180 and thin it has to be 2500fpm. In my descent i do the mental math of 3 times my altitude i am crossing through . At 20k i should be 60 miles out ,15k is 45 miles and at 10k 30 miles out.
This has worked well and its a good way to figure quickly if you need to tell the ATC we are unable the crossing restriction.
Thank for the videos.
Blessed day.
Excellent and informative! Keep up this good work!
Thanks!
Great, excellent explanation
These videos are awesome!
Very eseful video.
Execelent job! Thanks for sharing those tips. Would likte to see more such videos like this one.
Thanks a lot!
great video looking forward to more content like this
That was awesome! i was waiting for something like this. Thank you so much!
thank you very very much indeed for all your help and support u are amazing and god bless you :) keep it up and looking forward to more of your videos.
Definitely helps when quickly calculating things on a nav flight
Good work sir
86 degree arc. What is 1/4 of 86? Half of 86 = 43. Half of 43 = 21.5. That's how i do the mental math. I like halfing the number 86 two times.... which is 1/4. Easier for my mind. Great video. I learned alot and reinforced alot that I already knew from some point in my flying career. Thanks Gents.
Always been terrible with math but this video makes it much easier for me.
Awesome and very practical video!
Appreciate the knowledge, this helps so much for us visual learners!
Excellent explanation
Cant thank u enough for this sir.
Enjoyed the math, thanks!
I love that you mention MFR like anyone would willingly fly there. 🤣
thank youuuu soooo much for this!!! PLease pretty please do some more of this
Very awesome, thanks 🫵🫂🤝
Good job! Thanks
Intro music: vision by steven gutheinz
Thanks you for thé useful vidéo.
Little tiny mistake: At 32:12 calcul of arc DME angle to FIMGA from HINDY is 272-207 and not 272-212.
😊
@14 min mark, if you move the decimal one to the left of your Ground Speed, that is how far you will go in 6 minutes. 300 kts with 30.5 miles to go = 6 minutes. That is to say, 30 nm in 6 minutes. 15 nm in 3 minutes. Example: How many miles in 43 minutes? I would break it down into 30 minutes plus 12 minutes for easy math. 1/2 of 300 is 150. 12 is 2 times 6 which gives me 60nm. 150 + 60 is 210 plus a minute (215). Another way could be to take 45 minutes minus 3 which would be 225 minus 15....
Thank you 🙏😍
Love this kinda of stuff the math is easy for me
Great video!
Thanks that was brilliant
I can’t thank you enough for this!
Great video
Cool 😎 Thanks again!
There is a much more methodical (and accurate) method of mental calculation for time/distance and wind correction problems which is taught in Europe. Where I first did my Private Pilot certificate, no students were using mechanical or electronic flight computers - we were expected to do it all in our heads, which means no heads-down time plugging numbers into a device. I will do an article about this technique, however I first want to be sure I am not covering ground already well covered. I find it difficult to believe such a simple technique, so pervasive in Europe, would be completely unknown to American pilots - yet I have yet to see it mentioned in any US text, or in any of the US flight schools where l have done my advanced ratings. Of course the mathematical fundamentals are identical to what is presented here, but there is a methodology which makes it easier and less error-prone to apply.
Greg Faris Do you happen to have a link to this information?
Is that article done?
@@xenaandzenafromsanbernadin3807 My apologies - I’ve been on international assignment, and have not had the time to prepare this article. Here is a link to a small part of it (in French): storage.ivao.fr/training_public/Section%20Instruction/Pilote/PP/VFR_CAL.pdf
This discussion arose again recently in these columns with regard this time to glide performance in an engine-out emergency. This topic is developed in much greater depth by ZILIO in his Guide pratique du pilotage, again in French. en.calameo.com/read/0061390206640c557f649
(This small excerpt is only the introduction, and unfortunately does not include any of the subject matter I have indicated).
What matters here is METHOD. There’s nothing intrinsically new here: The calculations themselves are simple, and may be turned around and presented in many different ways, but as we all know even simple problems sometimes become difficult to run in our heads when we are flying, and all the more so in any sort of emergency or high-workload configuration, so we need a way of presenting these calculations in a rote, methodical manner, which is always the same, every time you fly - in this way the calculations are distilled down to their simplest form, and become far less error-prone, while not requiring the pilot to take his/her eyes off the essential tasks of flying.
Hope this is of some help….
Good job man 👍🏻 And for the arc, i use that D=Angle*arc dme /60
60/arc DME**
thank you for this! :)
Alex, at 27:30 you say “for a 15-mile arc, each degree is 1 mile”. Ummmm...you mean to say each degree for a 15 NM arc is 1/4 mile, right? You said it’s 1 mile. Was that simply a slip of the tongue that no one seems to have caught? And then at 32:10, you say 272-212=65. It equals 60, not 65. Just fyi on those 2 errors in case any students are getting confused by those slips.
32:09 is fake news. 272 degrees - 212 degrees = 60 degrees, not 65 degrees
Good point! However, he just circled the wrong number there, the arc length (272 to 207) is still accurate ;-)
I saw that and was confused for a while. Thanks for highliting it.
Maaaan! It’s great
How did you get 65 from 272-212?
What is this app which is used for opening charts?
Dme arc... If the chart shows that it is a 15mile arc, then why doesn't it also show the segment lengths? There's room...why do we need to calculate it?
Altitude to lose X 2 = 5 degree descent.
X3.3 = 3 Deg descent
Easier than trying to do a FPM. Add 10 for vectors to final. Done
In the example you gave… 6000 feet to lose by frogs. Descend at 12 miles from frogs for a 5° decent or 20 miles for a 3° decent. So much easier. Absolutely no need to calculate your miles per minute or time to the fix
Dude you’re making this so much more complicated than it needs to be. Divide 60 by the DME arc. 15 DME arc = 4 RADIALS PER MILE. Or 4 degrees per mile. Quit trying to find out what a quarter of something is.
This dude is killing me. Are you serious at the end Clark!? You JUST explained that 1 degree is 100’ / NM. They asked how to calculate descent rate on an ILS. Almost every ILS in the world is a 3 degree wire. 3 degrees = 300’/NM. Multiply by your miles per minute. Don’t divide your GS by 2 and add a 0… Haha what man. This is the worst and most complicated mental math I’ve ever seen. Good god man hit me up and I’ll show you how to do all this way easier so you can redo this video and help a lot more people
Thank you
How to work out for headwind and tailwind conditions with distance calculations.?
Use GROUND speed!
Did you go to UND?
Time= distance ÷ GS X 60
at 29"28 how did he get 86 as the lenght of the arc ,,someone help
86 is the number of degrees from beginning to end of the DME arc, based off of the radials from the VOR. It’s 21.5 miles long.
Those three dislikes are just haters.
"....you don't want to be high at your destination fix......it's always better to be lower early..." This is not good advice because it violates the principal aviation principle that altitude is your friend. The rule should be "....I'd rather be a little high than a little low in all phases of flight....."
There's more planes in the sky besides just you.
@@MatyasArby That's a good point, and all the more reason altitude is my friend - leaves more space for all those other folks below me to maneuver and I can see 'em real good. Thanks for reminding me. Altitude is your friend...just like money in the bank.
To get 5 miles per min, its 300 divided by 60....not 6.
I think you may have missed his point of the illustration: 300/60 = 5, but for some people, it is more convenient to simply drop one zero from both numbers, I.e, 300 becomes 30 and 60 becomes 6, as such, 30/6 = 5 .. which is the same answer.
respect you and all that but my guy you look like 3 and 30 at the same time