Woah... What a packed full post! I never thought about the temp and the indicated altitude during an ILS approach, but rather just as a academic exercise that is just meant to keep you at the right altitude during the enroute phase.
I found out about the PTAC acronym on another aviation youtube channel from an air traffic controller. Knowing that should be the sequence is a game changer. It's not too much information when you know what's coming.
This is a good video packed with information. Had no idea how temp effected the glide slope. I stopped flying in 2006 due to wife passing. Still like to look back and keep the mind on it. Will have to watch it several times for it to sink in.
love the video! can you do one for doing IFR flight planning step by step logging the IFR flight plane please, just like the VFR flight plane? That is super helpful!!
I have never once considered this temperature difference and how it effects my altitude on an approach. Nor have I ever heard any other CFII bring this up. I honestly don’t get it. I need to sit down with another instructor and walk through this.
I'm confused as well since when the ambient temperature is warmer than standard, the aircraft's true altitude is higher than the indicated barometric altitude. Therefore aircraft would be flying above minimum altitudes on a hot day, not below. Am I missing something? (See AIM 7.3.3)
Thank you so much for this video and all your other videos! They have been super helpful. One question: What are your thoughts on adding 10 degrees flaps at DA when the runway is in sight? I have the first 10 degrees at FAF and usually prefer to have 20 when landing but not sure how stabilized the approach will be if you add 10 more at the low altitude (DA)...
The course is designed primarily for new instrument students, but we've included enough detail into it that I'm confident that you'll pick up some things you may not have gotten in your initial training. The test prep will also help for your CFII Knowledge Test. @@photopete16
OK so that brings up a very important point. Suppose it is 20°C warmer than standard and you were on the approach. Is your missed approach altitude going to be lower than published because technically you are going to be higher than what you would be at a standard day minimum approach indicated altitude. Is there a way to calculate? Do you just see your intercept being 200 feet lower and know that you’re altimeter will be 200 feet lower than your actual decision height. A good point to know.
As separation is based on indicated altitude you fly the missed approach altitude on the chart. Not below it. You might be higher than the indicated altitude, but so will be anybody else on their cleared altitudes. Temperature really is a problem in low temperatures though, where you actually have to adjust your minimum altitudes to safely pass above them, especially stuff like MSAs, approach minima and so on. As not doing so might put you into harms way in regards to obstacles on the ground. To be honest, flying as an ATPL in commercial airlines for the last 22 years we do not really care about high temperatures all that much in regards to crossing altitudes. Usually we do get vectors to the ILS and an approach clearance, after that we simply arm the approach mode, intercept the approach and fly it. There are some variations to the clearance though, some advise you to keep a certain altitude until intercept, some require you to specifically intercept the localizer first (the autoflight system does not intercept the glideslope if it has not started to intercept the localizer first) and so on.
When temps are warmer than ISA (say ISA+20), the altimeter will under-read - this is a safe condition for terrain clearance. When temps are colder than ISA (say ISA-10), the altimeter will over-read - this is an unsafe condition for terrain clearance. Now, for a PRECISION approach (say, the ILS in the video example by FlightInsight), procedural altitudes prior to the DA, remain unchanged by temperature deviations from ISA. At the DA, an altitude adjustment is required ONLY if temps are significantly COLDER THAN ISA. Here in Australia, the correction is only applied if the temp is less than ISA-15. No correction is made to DA if the temp is warmer than ISA-15.
Bear in mind this error would reduce to zero at ground level (the altimeter will still indicate the correct altitude on the ground). The error is 4 feet per thousand above aerodrome per degree of isa deviation. Using your example of isa +20, the under-read at 2000' agl would be 160' (I know 2000' is 1876 above TDZE in the video example but I am generalizing now). When you reach indicated DA the error will be only 16'. If you are on the ILS glide slope you are still on the correct geometric flight path but the 16' under-read translates to being 300' short of the true decision point (16'/approach gradient). Assuming 500 fpm vertical speed you will see DA indicated just 2 seconds earlier than on a standard day. Nonetheless being 300' further out becomes significant in terms of picking up your required visual references on a bad day. There could be another discussion about when this poor vis might happen on an isa +20 day.
@@beltranmaru There are a few places that have recorded temps below -15C. That being said, where did the -15C come from? In my last post I said, "No correction is made to DA if the temp is warmer than ISA-15.". Note, "ISA-15" is not -15C.
Woah... What a packed full post! I never thought about the temp and the indicated altitude during an ILS approach, but rather just as a academic exercise that is just meant to keep you at the right altitude during the enroute phase.
I was wondering how I hadn’t seen this video yet…then realized it was only posted 2 days ago. Another great explanation.
The best instructor EVER!
I found out about the PTAC acronym on another aviation youtube channel from an air traffic controller. Knowing that should be the sequence is a game changer. It's not too much information when you know what's coming.
Anticipating clearances helps in keeping you ahead of the airplane
I watched this video like 5 times and I didn’t understand a thing
This is a good video packed with information. Had no idea how temp effected the glide slope. I stopped flying in 2006 due to wife passing. Still like to look back and keep the mind on it. Will have to watch it several times for it to sink in.
When you've been playing flight simulator so much that you try to move the camera when he shows the panel...🤦♂
Same
Watching From Jamaica🇯🇲
Hi from Maryland!
Awesome video. Very well explained and animated.
Flying down the ILS on an SR22 at 180kts, you're coming in hot sir
Watching from Brazil 👏🏽👏🏽👏🏽🇧🇷
As long as you have the recommended altimeter setting from the ATIS, why would the temperature make a difference? I am kind of confused about that.
Altimeter shows Indicated Altitude, not True Altitude.
love the video! can you do one for doing IFR flight planning step by step logging the IFR flight plane please, just like the VFR flight plane? That is super helpful!!
Thanks for the idea!
When do you add the second notch of flaps
I have never once considered this temperature difference and how it effects my altitude on an approach. Nor have I ever heard any other CFII bring this up. I honestly don’t get it. I need to sit down with another instructor and walk through this.
I'm confused as well since when the ambient temperature is warmer than standard, the aircraft's true altitude is higher than the indicated barometric altitude. Therefore aircraft would be flying above minimum altitudes on a hot day, not below. Am I missing something? (See AIM 7.3.3)
TO DO THE HEADING CHANGE YOU WOULD HAVE TONTURN THE DIAL IN THE AIRCRAFT OR IN CURRENT DAYS TYPE CHNG HDG TO 365°?
Thank you so much.
Thank you so much for this video and all your other videos! They have been super helpful. One question: What are your thoughts on adding 10 degrees flaps at DA when the runway is in sight? I have the first 10 degrees at FAF and usually prefer to have 20 when landing but not sure how stabilized the approach will be if you add 10 more at the low altitude (DA)...
What does DAF, DF, FAF etc mean
DA is decision altitude or also Decision Height (DH). FAF is Final approach fix. Don't know about DF or DAF though.@@Aviation_sweden
THE ALTERNATE MINIMUM IS THE MIN APPROACH HEIGHT SO IT IS AROUND 3:1.25?
THE SYSTEM IS ILS AND IS A BACKUP EMERGENCY SYSTEM THAT ONLY FOR ONE AIRCRAFT AND NOT ENS FOR THE WHOLE FLEET?
If this video is a good example of what to expect on your IFR course then sign me up.
We'd be thrilled to have you!
@@flightinsight9111 I'm a CFI but plan on getting my double i soon. Do you think this would be good for me?
The course is designed primarily for new instrument students, but we've included enough detail into it that I'm confident that you'll pick up some things you may not have gotten in your initial training. The test prep will also help for your CFII Knowledge Test. @@photopete16
OK so that brings up a very important point. Suppose it is 20°C warmer than standard and you were on the approach. Is your missed approach altitude going to be lower than published because technically you are going to be higher than what you would be at a standard day minimum approach indicated altitude. Is there a way to calculate? Do you just see your intercept being 200 feet lower and know that you’re altimeter will be 200 feet lower than your actual decision height. A good point to know.
As separation is based on indicated altitude you fly the missed approach altitude on the chart. Not below it. You might be higher than the indicated altitude, but so will be anybody else on their cleared altitudes.
Temperature really is a problem in low temperatures though, where you actually have to adjust your minimum altitudes to safely pass above them, especially stuff like MSAs, approach minima and so on. As not doing so might put you into harms way in regards to obstacles on the ground.
To be honest, flying as an ATPL in commercial airlines for the last 22 years we do not really care about high temperatures all that much in regards to crossing altitudes. Usually we do get vectors to the ILS and an approach clearance, after that we simply arm the approach mode, intercept the approach and fly it. There are some variations to the clearance though, some advise you to keep a certain altitude until intercept, some require you to specifically intercept the localizer first (the autoflight system does not intercept the glideslope if it has not started to intercept the localizer first) and so on.
When temps are warmer than ISA (say ISA+20), the altimeter will under-read - this is a safe condition for terrain clearance.
When temps are colder than ISA (say ISA-10), the altimeter will over-read - this is an unsafe condition for terrain clearance.
Now, for a PRECISION approach (say, the ILS in the video example by FlightInsight), procedural altitudes prior to the DA, remain unchanged by temperature deviations from ISA.
At the DA, an altitude adjustment is required ONLY if temps are significantly COLDER THAN ISA. Here in Australia, the correction is only applied if the temp is less than ISA-15. No correction is made to DA if the temp is warmer than ISA-15.
Bear in mind this error would reduce to zero at ground level (the altimeter will still indicate the correct altitude on the ground). The error is 4 feet per thousand above aerodrome per degree of isa deviation. Using your example of isa +20, the under-read at 2000' agl would be 160' (I know 2000' is 1876 above TDZE in the video example but I am generalizing now). When you reach indicated DA the error will be only 16'. If you are on the ILS glide slope you are still on the correct geometric flight path but the 16' under-read translates to being 300' short of the true decision point (16'/approach gradient). Assuming 500 fpm vertical speed you will see DA indicated just 2 seconds earlier than on a standard day. Nonetheless being 300' further out becomes significant in terms of picking up your required visual references on a bad day. There could be another discussion about when this poor vis might happen on an isa +20 day.
@@paulcarello6390what part of Australia gets to -15C in what time of the year?
@@beltranmaru
There are a few places that have recorded temps below -15C. That being said, where did the -15C come from?
In my last post I said, "No correction is made to DA if the temp is warmer than ISA-15.".
Note, "ISA-15" is not -15C.
Thank You.
thank you !
Wow! Trap for young players!
FOR EVERY MILE YOU DESCEND 1250 FEET?
The best!!!
THE ALTERNATE MINIMUM CAUSES THE DESCISION HEIGHT TO BE LOWER AT THAT DUDS?
THE DUDDS. REPORTING POINT IS AT THE OUTER MARKER?
👍👏👏👏
I have no idea why I'm watching this, as I don't understand most of this. Pretty meters spin...
You speak too fast. It is so hard for a non-native English speaker to get all of these