@@martinpauly we discussed in another video's comments the use of our peivate airplanes for business. I have to be in Atlanta Monday and Tuesday, so I'm planning to fly my club's 182 into Peachtree Dekalb. I'm not a good enough pilot to use Hartsfield like you (it's ok...KPDK is much more convient for Emory University Hospital anyway). It is a busy general aviation airport by all accounts.
Love your videos. I’m a PPL doing my IFR training and your videos are better than 90% of the videos out there. Thank you for sharing and keep them coming!
Thank you, Raul. Happy to hear you like the channel - please spread the word and share them with others who might like them as well. All the best for your instrument training and checkride! - Martin
Sir one of the best approaches I've seen. Like others have said you did a great job of showing us the instruments and map. Seeing the HSI close-up was a great help. Hope to watch more of your videos.
Went to University of Dubuque for a couple years for my instrument rating 13 years ago. Really cool to see an approach that wasn't there when I was flying there. Great video by the way. Appreciate the avionics and tablet displayed for us to follow along!
*this has got to be THE most helpful video I have ever seen on an approach!1 Seriously, it's so simple, and with the 3 screens, I feel like I should pay you for a lesson, I learned so much. Thank you, it was very helpful.*
Martin - I wish I had your videos when I was getting my IRF rating! Well constructed, I appreciate all the extra editing and camera angles -- and I know how much extra time it takes to edit. Thanks again, Paul (Columbia 350)
The "confusion" seems to based on ATC being surprised someone wanted the full approach that day rather than the way it was requested. All the way to and including the approach clearance, ATC still sounded like, "Full approach? Procedure turn? is this really what you want to do?" You handled it all beautifully.
I agree, hence the reason for kept asking. I guess above all terminology read from the books and understood variably (as discussed here by others) goes to show in such weather conditions it is best to check and asking what the intentions are truly to avoid dramatic situations. ATC did also well, even though it was somewhat a bit annoying for Martin. :) Great episode Sir.
Again, an excellent presentation, Martin.Showing the plate at one side and the instruments at the other side is very much the way I see them in my cockpit. That "different" altimeter caught my attention. I've not seen one like that.
Nice work, good cockpit management and expectant management. A lot of ways to fly and practice IFR so nothing to critique, I'm not one of those. That being said this is a good video to show everyone how you can get some currency and potential missed approaches enroute. Helps getting used to flying down to mins.
Thanks for the note, Ed. That's a good comment; I've heard similar feedback from a few other people, and have changed my practice to always get the gear down on the approach even if I don't intend to land.
I really enjoyed this video. I am about to start my IFR training and this was very helpful. This is just a hobby for me but I believe getting y IFR will make me a better pilot with more opportunity to fly. This was a very help video.
Glad to hear you found it useful. Maybe you'll like another video I made, named "Low IFR in a Bonanza" - ruclips.net/video/8o7ShZJZmhU/видео.html All the best for getting your instrument rating. - Martin
As a low hour pilot, I find your videos to be incredible instruction. Your multi view videos are sooo helpful. I just got a 430 put in my M model and I am still learning how to use it. I had my EFB out and followed along for the lesson. Great stuff, thank you.
Martin, first - I love what you're doing for General Aviation. Your dedication will help others safely transition into IFR flying, so thank you for taking the time to put these great videos together. If I may make a recommendation, I would use "self-nav direct", or simply "direct to" to clarify the transition to the Initial Fix (instead of "on our own", which the controller didn't seem to understand). Also, when ATC queries your intention and asks, "so, you just want to do a Procedure Turn?", this doesn't meet your stated aim of accomplishing a hold. Another way to get the hold in is to request "one circuit in the hold, to commence the approach at HULOT." By the book, you would enter Parallel at HULOT like you did, conduct the reversal, but then cross HULOT again to commence the hold orbit. It is upon that second crossing of the fix that you could legally call, "established in the hold." Otherwise, your request could have simply been, "request direct HULOT, full procedure, RWY13, low approach." That leaves no ambiguity. Lastly, I would fly your procedures for low approach identical to actual approach so as to recognize consistency (deceleration, gear speeds, flaps, etc.). In this case, I'd lower the landing gear. You brief that you would have to remember to do so if you needed to land for any reason, but my bet is - if the requirement came up - you might forget! This is the way I learned it in the RCAF. Thanks again for this great product!
Good comments, Robert - thank you. One question I have: Do you have a reference to the FARs or AIM that defines what "established in the hold" means? I think part of the confusion in the ATC exchange is that this approach doesn't have a traditional procedure turn, but a HILPT - hold in lieu of procedure turn, even though ATC still called it a procedure turn. Are you saying that if I use the HILPT to reverse course, technically I have not flown the hold?
Hey Martin. From the TC AIM, it seems I was partially mistaken. Call "entering" upon initial passage, and "established" on second passage (for a parallel entry). Have a read of Section 10.5 / Page 291: "When crossing the fix to enter a holding pattern, the appropriate ATC unit should be advised. ATC may also request that the pilot report “established in the hold”. The pilot is to report “established” when crossing the fix after having completed the entry procedure."
Great videos. One point; holds are not located in approaches, they are either located after a missed appraoch, or they are located in route prior to entering an approach. A racetrack turn in the approach is there only to turn the aircraft to the correct approach course, never fills the function of a hold. Your LOP video has become legendary!
Thanks for the comment, SW Lowry. Interesting point about the hold - I understand that a HILPT has a different purpose than a hold elsewhere (enroute, missed), as you described, but I can enter and fly the racetrack like any other hold (as agreed with ATC, of course). So I am curious what you mean when you say it "never fills the function of a hold".
Martin Pauly; -just a GA pilot on the perpetual quest for knowledge here... The nature and purpose of a hold (as i understand and apply them) is to temporarily slow/ halt the forward progress of an aircraft by having it repeat an oval flight pattern. Whereas a racetrack procedure turn is not intended to impede forward progress, rather it is meant to re-align the aircraft's course from its previous direction to align with the next leg of the approach. ATC may ask the pilot to hold at a published (or unpublished) point for an expected or indefinite period of time while other down-range issues are sorted out. However, ATC should never ask an aircraft to repeat the turn procedure in order to delay forward progress mid-approach.
That was super interesting Martin!! I really enjoyed watching that. I’m not instrument rated but I hope to be in a year or so. I’d love to watch more like this.
ask for full app next time because it means the hold or the procedure turn is included. what you meant is no vectors to final. by stating full app to atc you gotta do the course reversal because the plane was in a position where straight in can't be made but you made it work to atc.
Very nice video, camera work and post production is fabulous. Not intended as a critique, just a different way of doing things, I noticed that when you switched from Heading to APPR on the autopilot, the heading bug was ignored well left of course. By habit I keep the heading bug “tuned” to the autopilots inbound course just in case I have to take over the autopilots job and hand fly the remainder of the approach or missed procedure, the heading bug is already set with any correction angle required. Very nice video and great job flying!
Here around KOKC the local practice seems to be to request the approach "own navigation" i.e. "Skylane N7278S requests the RNAV 17R at Wiley Post own navigation". I still find it interesting that something you think would be standard verbage isn't quite standardized. BTW I really enjoy your videos.
Im a cfi and not a CFII yet, so I'm no professional. When I request an approach I usually would say "request full procedure rnav runway 13" and that way atc usually understands that I would like to do the procedure turn.
That will probably do it. Since then, I've made sure to be explicit by saying "including the course reversal" or "including the procedure turn", which I think eliminates any ambiguity. Regards, Martin
Great video,thanks for all the time you put into it. Will the auto pilot fly the hold and approach itself? Headings and altitude? Or do u have to keep putting in the altitude changes? May seem like a simple question to some but trying to gain knowledge. Love seeing the instruments while your flying helps alot . Thanks
Brian, there are autopilots that can do all that, but the one I have - called Century III - is not quite that smart. It can fly a heading, hold altitude, follow a nav signal from the GPS (or VOR, or ILS), or climb/descend using a pitch attitude I select. To fly a hold, I mostly use the heading mode and manually select appropriate headings - except on the leg towards the hold fix, the autopilot can track that.
Awesome - good luck for your check ride. Which reminds me, I'm doing a live Q&A tomorrow on RUclips (Sunday, September 9 2018) about instrument flying - maybe of interest for you? - Martin
Nice video and flying. When ATC told you to fly heading 360 to HULOT I thought perhaps you would have to use the OBS on the GPS to fly 360 to HULOT then fly the hold/procedure turn. That would have added another degree of complexity to the approach. Thankfully that was clarified quickly.
I can't believe how quiet the ATC frequency is. I just finished my IPC last week at KTUS and KRYN, and ATC frequencies were a constant cacophony of traffic!! I would try to do pre-approach briefings, but the constant distractions and interruptions made them almost impossible.... I miss flying out of CID!
Martin, nice approach. I enjoy your videos especially the Instrument approaches. I noticed on the approach plate it showed, what I thought, was a 5 minute turn, am I right? Thanks.
Thanks. If you look closely at the approach plate, you'll see it says "5 NM", meaning 5 nautical miles. So it defines the size of this racetrack pattern as a length, not by time. Time is also used in other places, though. - Martin
@@martinpauly I just read it wrong, common sense should have told me that a 5 minute turn would be ridiculous. I would imagine you would make a 'standard rate turn' when holding.
Martin, That was a really good demonstration of the approach setup. So does the 530 provide all course guidance, at limes it looked like you were using the heading bug as the guidance? I also must study up on holding pattern entries.. More videos please!
Thanks, David. The 530 provides the guidance towards waypoints and for the approach. The two times I think I used the heading bug (and heading mode of the autopilot) were when I got the heading 360 assigned and when flying the hold. While the 530 is capable of providing guidance for the holding pattern through GPSS, my setup doesn't have GPSS.
Thanks! I saw their booth at sun 'n fun and spoke with them a while. i am currently a foreflight user, and i do like it very much, but how(and why) do you stack up wingx agains FF? Feel free to email me at flyjfy@gmail.com if you don't want to post your reply here. Thanks!!!
Thank you for you excellent videos. So many useful aspects of your flying that is educational. I do have a question about why you either don't have autocapture set on, or you prefer to execute your approaches with the CDI set on GPS rather than VLOC? Thank you!
Thanks for the kind words, aileron48. About the GPS/VLOC question: Since this video showed an RNAV (GPS) approach, the Garmin GNS530W needed to be in GPS mode - regardless of whether the autopilot was flying or not. Otherwise the HSI (or CDI) won't show the GPS-computed deviations. Things are different on a conventional ILS or VOR approach where you would switch over to VLOC. Does that make sense?
Thank you for the response. Yes, okay, that does make sense for the RNAV. Thanks again for the great videos, I especially liked the "Hudson River" tour out of Kennedy.
Your call for “on our own” confused the controller since that’s not part of the P/C glossary. The better way would have been to state “we’d like direct HULOT for the full procedure RNAV 13 to a missed, then proceed to KMSN.” Theres then no doubt in the controller’s mind what you wanted. Just a tip to help clarify communication ;) safe flying!
I just found your channel. Great videos and flying. Is your turn coordinator broken? You seemed perfectly stable on the approach but your TC was bouncing around a lot.
really enjoy your videos. A long time ago I was a chief flight instructor in Mannheim Germany, Coleman Army Air field. Would take students over to Worms for touch and goes, then pay.
I've not been to Worms, but I learned to fly in Germany. I remember the ritual of paying landing fees everywhere, even at small grass strips. What I do miss is the many neat little airport cafes that they have almost at every field.
James, I bought the Halo headset originally because it gives me an extra half inch of headroom. Since then, I have learned to appreciate the light weight and the excellent sound quality.
@@martinpauly Thanks Martin. A pilot with your skills would readily know of any anomalies of his instruments and I wondered if it was something to do with a camera. Thanks Martin...I look forward to your vids.
Awesome stuff Martin! I think if you said you would like "full approach" on the initial request it would have been clear to ATC. Great content as always!
I think you are right. "Full approach", and maybe add "with the hold" or "with the procedure turn" would have been easier for ATC to understand. I've tried that a couple of times since then, and it seems to work.
Is that chart displayed on Foreflight or a different program? How did you get the airplane to approach from the teardrop side when you were flying in on the parallel side?
I use HDG when I'm on a heading assigned by Air Traffic Control, and NAV (actually called "OMNI" on my Century III autopilot) when following GPS or VOR guidance. Finally, there's a LOC setting on my autopilot which is like OMNI, but with adjusted sensitivity to fly localizer or ILS approaches.
Hi Ron. I don't have GPSS in my Bonanza, so HDG mode is all I can do for the outbound - but it's not rocket science because I can still adjust HDG so as to roughly follow the magenta line on the GPS map.
Yes, I've been to Lone Rock a couple of times. The Picadilly Lilly is nice, but even nicer - from my memory - is the downwind is flying over the bluffs when approaching the pattern, really scenic.
I would've asked for the "full approach" instead of "on my own." Could also include the procedure turn in the request. I'm training though so does this sound correct?
As i am studying approach procedures, I assume if you are approaching the procedural fix from the opposite standard direction, it's S.O.P. to enter and fly the procedure opposite the inbound direction and then tear drop back to the inbound direction? It would appear easier to just join the outbound direction and then turn to enter the inbound direction in lieu of the tear drop or is this not allowed or considered a standard procedure?
There are the three holding pattern entries (direct, parallel, teardrop), depending on which direction you are coming from when you first reach the hold fix. In real life, ATC doesn't care much about which entry you use as long as you stay on the correct (protected) side of the hold as you enter). Here is a depiction of the three entries: www.touch-n-goes.com/articles/instrument/holdentries.html
Thanks Martin for your reply and the attached link. I think you mentioned in the video you wanted to fly the procedure for certification purposes and I assumed there were certain restrictions you had to follow in order to meet the requirements. BTW your instructional videos are the best i've seen on RUclips and we all appreciate the time and effort you take to post them.
Hi JD, I see now what you are asking. As an instrument rated pilot in the US, to stay current (read: legal) for instrument flying each pilot must fly and log certain things every six months, including a hold in instrument conditions. Since holds for truly operational reasons are very rare where I fly, I sometimes ask for one for practice or currency. Nobody reviews my performance on that hold (well, other than the ATC controller on the radar screen) but it's something I have to do and then write down in my logbook. - Martin
I just love your videos. Really appreciate the time and energy you spend putting these videos together! As a Bonanza owner, I really find them as a real asset. This inspires me to make my own footage. Keep it up!
Martin, about to start my instrument rating soon and only approaches i haven't practiced are RNAV so I'm studying them on RUclips. One question: Why is the HSI set to 015 for a majority of the approach when you're direct HULOT? I see the Direct track is 026 on the GPS but that doesn't match up with the HSI
Jose, good observation. It was a day with pretty strong winds aloft. My old autopilot is not very good tracking a course accurately with a strong crosswind; however, I found that I can "help" the autopilot by turning the HSI course pointer slightly into the wind. That helps keep the needle centered, though you are correct - in the perfect world, the course pointer should match the bearing shown on the GPS.
I believe what it could be to is on an ils it's that way anyway if your tuned to the ils nav aid it does not matter what radial your nav radios are set on it will give you course guidance no matter what radial it's set on but I'm not sure if that's how a rnav. approach is to but it's good practice to dial in the final approach coarse no matter what you use I'm a student instrument pilot but I would like to know is an rnav the same with course guidance as an ils approach the for and ils are easy it's the gps that I'm not sure about
It was a hold-in-lieu-of-procedure turn (HILPT). More and more they are replacing the old procedure turns on instrument approaches, but ATC still calls them 'procedure turn' quite often.
Ryan, I have tried apps for this, but without much success. What I use instead is a solid-state video recorder that takes an HDMI video feed straight from the iPad. That works very well.
Actually wouldn't the phraseology "pilot navigated" have been better? And technically you're not doing a procedure turn, you're doing a course reversal in a hold in lieu of a procedure turn, isn't it?
I have not seen the term "pilot navigated" in a pilot-controller glossary or radio communication guide. You are correct about this being a HILPT and not a procedure turn, though universally it seems controllers call it a procedure turn, no matter whether it is a PT or a HILPT. Best regards, Martin
Very good video...I don't care for your altimeter.....For real practice I would fly the approach at 90 knots to stay in Cat. A Not a problem at this airport. But could be a problem at some airports. It should be covered in the briefing.
Bob, I agree on the altimeter. It was in the airplane when I bought it; when a while ago it started to drift and needed repair, I instead replaced it with a more standard altimeter. On the CAT A topic, I have found very few straight-in approaches where CAT A vs. B makes a difference. Circling can be different, but thanks to GPS and LPV approaches, circling is a rare event these days. So I fly my Bonanza a bit faster during most approaches, around 120 knots IAS. Regards, Martin
This has to be better than 75% of so called "Training videos" You have a great grasp for what the audience wants to see!
Thanks, Joshua. Glad to hear you like the video.
Totally agree with this comment.
@@martinpauly we discussed in another video's comments the use of our peivate airplanes for business. I have to be in Atlanta Monday and Tuesday, so I'm planning to fly my club's 182 into Peachtree Dekalb. I'm not a good enough pilot to use Hartsfield like you (it's ok...KPDK is much more convient for Emory University Hospital anyway). It is a busy general aviation airport by all accounts.
This was one of the most helpful RNAV approach videos I have seen.
Honestly the best explanation about flying instruments. WOW, master class, thank you.
Thanks, glad you enjoyed it.
- Martin
Love your videos. I’m a PPL doing my IFR training and your videos are better than 90% of the videos out there. Thank you for sharing and keep them coming!
Thank you, Raul. Happy to hear you like the channel - please spread the word and share them with others who might like them as well.
All the best for your instrument training and checkride!
- Martin
Excellent video and description. I'm PPL and helped seeing real world IMC conditions and procedures. One of the best I've seen.
Thank you, Steve - glad you liked it!
- Martin
Sir one of the best approaches I've seen. Like others have said you did a great job of showing us the instruments and map. Seeing the HSI close-up was a great help. Hope to watch more of your videos.
Thanks, Bob - glad you enjoyed this one, and I hope you'll like some of the other ones, too.
- Martin
Went to University of Dubuque for a couple years for my instrument rating 13 years ago. Really cool to see an approach that wasn't there when I was flying there. Great video by the way. Appreciate the avionics and tablet displayed for us to follow along!
Glad you enjoyed it!
- Martin
*this has got to be THE most helpful video I have ever seen on an approach!1 Seriously, it's so simple, and with the 3 screens, I feel like I should pay you for a lesson, I learned so much. Thank you, it was very helpful.*
Glad it was helpful for you, and thanks for the note!
- Martin
Well done. Another data point for just how busy single-pilot IFR can be in a complex piston single. Enjoyed it very much.
For sure, single pilot IFR doesn’t get boring. :-)
- Martin
Martin - I wish I had your videos when I was getting my IRF rating! Well constructed, I appreciate all the extra editing and camera angles -- and I know how much extra time it takes to edit. Thanks again, Paul (Columbia 350)
BY far the best training video for RNAV approaches. Thank you!
This is why I love your channel Martin. Great job! I know the editing must take forever. Thank You so much!
The "confusion" seems to based on ATC being surprised someone wanted the full approach that day rather than the way it was requested. All the way to and including the approach clearance, ATC still sounded like, "Full approach? Procedure turn? is this really what you want to do?" You handled it all beautifully.
I agree, hence the reason for kept asking. I guess above all terminology read from the books and understood variably (as discussed here by others) goes to show in such weather conditions it is best to check and asking what the intentions are truly to avoid dramatic situations. ATC did also well, even though it was somewhat a bit annoying for Martin. :) Great episode Sir.
Again, an excellent presentation, Martin.Showing the plate at one side and the instruments at the other side is very much the way I see them in my cockpit. That "different" altimeter caught my attention. I've not seen one like that.
Excellent videos. Thank you for the opportunity to ride along.
Thanks, Alan. Glad to hear you liked it.
Nice work, good cockpit management and expectant management. A lot of ways to fly and practice IFR so nothing to critique, I'm not one of those. That being said this is a good video to show everyone how you can get some currency and potential missed approaches enroute. Helps getting used to flying down to mins.
As always, the editing is top notch and much appreciated.
I really enjoyed that. I have been practicing this in simulation and followed along perfectly. Very well done
Thanks, James! Glad to hear our results matched when you flew it in the sim.
- Martin
This is awesome...excellent work ..helps you get the whole picture of what is really going on
Glad you found it helpful, Percy.
Regards, Martin
Super appreciative of your videos and the effort you put into posting them. They serve as excellent refreshers. Thank you and happy landings!
Thank you for the kind words. Happy landings to you, too!
Felt like I was in the cockpit with you! An outstanding lesson as always!
I set up the airplane for an approach with it in the full landing configuration. No bad habits.
Thanks for the note, Ed. That's a good comment; I've heard similar feedback from a few other people, and have changed my practice to always get the gear down on the approach even if I don't intend to land.
@@martinpauly Agreed
I really enjoyed this video. I am about to start my IFR training and this was very helpful. This is just a hobby for me but I believe getting y IFR will make me a better pilot with more opportunity to fly. This was a very help video.
Glad to hear you found it useful. Maybe you'll like another video I made, named "Low IFR in a Bonanza" - ruclips.net/video/8o7ShZJZmhU/видео.html
All the best for getting your instrument rating.
- Martin
was looking for a video on WAAS use. your simul.screens of HSI gps 530 etc was very illustrative ,almost a tutorial of WAAS.Very nice.
I’m working in my instruments and this video was amazing for my training. Thanks!
Glad I could help, Carlos. All the best for completing your instrument rating!
- Martin
Outstanding, thanks for the video Martin!
Thank you, Pablo.
- Martin
Great content. I like the way you construct you're video's. Much appreciated
Thanks, Michael - glad to hear you liked it.
As a low hour pilot, I find your videos to be incredible instruction. Your multi view videos are sooo helpful. I just got a 430 put in my M model and I am still learning how to use it. I had my EFB out and followed along for the lesson. Great stuff, thank you.
Thank you very much, Russ. Enjoy flying your M model with the new GPS!
- Martin
Excellent video! Enjoy the step by step process throughout the entire approach.
Martin, first - I love what you're doing for General Aviation. Your dedication will help others safely transition into IFR flying, so thank you for taking the time to put these great videos together.
If I may make a recommendation, I would use "self-nav direct", or simply "direct to" to clarify the transition to the Initial Fix (instead of "on our own", which the controller didn't seem to understand). Also, when ATC queries your intention and asks, "so, you just want to do a Procedure Turn?", this doesn't meet your stated aim of accomplishing a hold. Another way to get the hold in is to request "one circuit in the hold, to commence the approach at HULOT." By the book, you would enter Parallel at HULOT like you did, conduct the reversal, but then cross HULOT again to commence the hold orbit. It is upon that second crossing of the fix that you could legally call, "established in the hold."
Otherwise, your request could have simply been, "request direct HULOT, full procedure, RWY13, low approach." That leaves no ambiguity.
Lastly, I would fly your procedures for low approach identical to actual approach so as to recognize consistency (deceleration, gear speeds, flaps, etc.). In this case, I'd lower the landing gear. You brief that you would have to remember to do so if you needed to land for any reason, but my bet is - if the requirement came up - you might forget! This is the way I learned it in the RCAF.
Thanks again for this great product!
Good comments, Robert - thank you.
One question I have: Do you have a reference to the FARs or AIM that defines what "established in the hold" means?
I think part of the confusion in the ATC exchange is that this approach doesn't have a traditional procedure turn, but a HILPT - hold in lieu of procedure turn, even though ATC still called it a procedure turn. Are you saying that if I use the HILPT to reverse course, technically I have not flown the hold?
Hey Martin. From the TC AIM, it seems I was partially mistaken. Call "entering" upon initial passage, and "established" on second passage (for a parallel entry). Have a read of Section 10.5 / Page 291:
"When crossing the fix to enter a holding pattern, the appropriate ATC unit should be advised. ATC may also request that the pilot report “established in the hold”. The pilot is to report “established” when crossing the fix after having completed the entry procedure."
Great videos. One point; holds are not located in approaches, they are either located after a missed appraoch, or they are located in route prior to entering an approach. A racetrack turn in the approach is there only to turn the aircraft to the correct approach course, never fills the function of a hold. Your LOP video has become legendary!
Thanks for the comment, SW Lowry. Interesting point about the hold - I understand that a HILPT has a different purpose than a hold elsewhere (enroute, missed), as you described, but I can enter and fly the racetrack like any other hold (as agreed with ATC, of course). So I am curious what you mean when you say it "never fills the function of a hold".
Martin Pauly; -just a GA pilot on the perpetual quest for knowledge here...
The nature and purpose of a hold (as i understand and apply them) is to temporarily slow/ halt the forward progress of an aircraft by having it repeat an oval flight pattern. Whereas a racetrack procedure turn is not intended to impede forward progress, rather it is meant to re-align the aircraft's course from its previous direction to align with the next leg of the approach. ATC may ask the pilot to hold at a published (or unpublished) point for an expected or indefinite period of time while other down-range issues are sorted out. However, ATC should never ask an aircraft to repeat the turn procedure in order to delay forward progress mid-approach.
Excellent Video Martin. Very Smooth Operator.
Thank you, glad you liked it!
- Martin
very nice and clear of instrumentation of the whole procedure, very educational.
That was super interesting Martin!! I really enjoyed watching that. I’m not instrument rated but I hope to be in a year or so. I’d love to watch more like this.
Thanks, Jason. If you liked this one, you'll probably enjoy several other approach videos on my channel, such as "Low IFR in a Bonanza".
Best, Martin
Excellent video. I plan to get my instrument soon and this is really fun to watch and learn from. Thanks MARTIN
What an amazing tutorial. Thank you very much, sir. And thank you for the time and effort that you have put into this.
My pleasure - glad to hear you found it useful, and thank you for the kind feedback.
Regards, Martin
Nice approach. Really enjoy your videos Martin.
ask for full app next time because it means the hold or the procedure turn is included. what you meant is no vectors to final. by stating full app to atc you gotta do the course reversal because the plane was in a position where straight in can't be made but you made it work to atc.
"Full approach", that's what I'll say next time. Thanks!
Yeah. When training in Miami area I always said "full procedure" then they understand you want to the whole thing
Very nice video, camera work and post production is fabulous. Not intended as a critique, just a different way of doing things, I noticed that when you switched from Heading to APPR on the autopilot, the heading bug was ignored well left of course. By habit I keep the heading bug “tuned” to the autopilots inbound course just in case I have to take over the autopilots job and hand fly the remainder of the approach or missed procedure, the heading bug is already set with any correction angle required. Very nice video and great job flying!
That's a useful habit, Michael. Thanks for sharing!
- Martin
That was awesome, I am in IFR training now, and this helped a lot :)
Excellent - good luck for finishing your instrument training, and for your checkride!
- Martin
Here around KOKC the local practice seems to be to request the approach "own navigation" i.e. "Skylane N7278S requests the RNAV 17R at Wiley Post own navigation". I still find it interesting that something you think would be standard verbage isn't quite standardized. BTW I really enjoy your videos.
Im a cfi and not a CFII yet, so I'm no professional. When I request an approach I usually would say "request full procedure rnav runway 13" and that way atc usually understands that I would like to do the procedure turn.
That will probably do it. Since then, I've made sure to be explicit by saying "including the course reversal" or "including the procedure turn", which I think eliminates any ambiguity.
Regards, Martin
Excellent training video. Thank you!
Than you, Bob - glad you found it helpful!
- Martin
Legend has it ATC is still asking if he wants the FULL RNAV GPS approach.
Nice instruction.Thank you for the free flying lesson.
Glad you found it useful.
Regards, Martin
Excellent Video .. BINGO... I was looking for a video like this for a very long time .... Good explanation ...good graphics .. very methodical !
Thanks - glad you found it helpful.
- Martin
You are a good teacher Martin!
Thank you, Allan!
Are you a CFI Martin? If not, you should be.
Very nicely done sir, I appreciate your videos!
Great video,thanks for all the time you put into it. Will the auto pilot fly the hold and approach itself? Headings and altitude? Or do u have to keep putting in the altitude changes? May seem like a simple question to some but trying to gain knowledge. Love seeing the instruments while your flying helps alot . Thanks
Brian, there are autopilots that can do all that, but the one I have - called Century III - is not quite that smart. It can fly a heading, hold altitude, follow a nav signal from the GPS (or VOR, or ILS), or climb/descend using a pitch attitude I select. To fly a hold, I mostly use the heading mode and manually select appropriate headings - except on the leg towards the hold fix, the autopilot can track that.
About to go for a check ride IR this is good stuff man. Thank you so much.
Awesome - good luck for your check ride.
Which reminds me, I'm doing a live Q&A tomorrow on RUclips (Sunday, September 9 2018) about instrument flying - maybe of interest for you?
- Martin
yes yes. Sign me up Pauly. I will be there. What time and time zone is it?
It's at 4:00 PM today, central time.
More info at www.matin.aero.
See you there! :-)
- Martin
Thanks for sharing! Great IFR procedures
Nice video and flying. When ATC told you to fly heading 360 to HULOT I thought perhaps you would have to use the OBS on the GPS to fly 360 to HULOT then fly the hold/procedure turn. That would have added another degree of complexity to the approach. Thankfully that was clarified quickly.
I can't believe how quiet the ATC frequency is. I just finished my IPC last week at KTUS and KRYN, and ATC frequencies were a constant cacophony of traffic!! I would try to do pre-approach briefings, but the constant distractions and interruptions made them almost impossible.... I miss flying out of CID!
awesome video both in quality and content....Bravo!
Thank you, Bob. Glad you liked the video.
- Martin
Your videos are fantastic! Thank you sir!
Thanks, Eric.
- Martin
Amazing videos, keep them coming!!
Very professional, love your videos, thank you!
Thank you for the nice feedback, 109grob.
Its pretty sweet watching this vid and recognizing the voice over the dubuque tower from flying there at ud
Martin, nice approach. I enjoy your videos especially the Instrument approaches. I noticed on the approach plate it showed, what I thought, was a 5 minute turn, am I right? Thanks.
Thanks. If you look closely at the approach plate, you'll see it says "5 NM", meaning 5 nautical miles. So it defines the size of this racetrack pattern as a length, not by time. Time is also used in other places, though.
- Martin
@@martinpauly I just read it wrong, common sense should have told me that a 5 minute turn would be ridiculous. I would imagine you would make a 'standard rate turn' when holding.
Martin, That was a really good demonstration of the approach setup. So does the 530 provide all course guidance, at limes it looked like you were using the heading bug as the guidance? I also must study up on holding pattern entries.. More videos please!
Thanks, David. The 530 provides the guidance towards waypoints and for the approach. The two times I think I used the heading bug (and heading mode of the autopilot) were when I got the heading 360 assigned and when flying the hold. While the 530 is capable of providing guidance for the holding pattern through GPSS, my setup doesn't have GPSS.
Excellent video. Appreciate the detail.
Another great video Martin. What are you using for efb software?
Hi Josh, the software I run on my iPad is called "WingX Pro", made by Hilton Software.
Regards, Martin
Thanks! I saw their booth at sun 'n fun and spoke with them a while. i am currently a foreflight user, and i do like it very much, but how(and why) do you stack up wingx agains FF? Feel free to email me at flyjfy@gmail.com if you don't want to post your reply here. Thanks!!!
Thank you for you excellent videos. So many useful aspects of your flying that is educational. I do have a question about why you either don't have autocapture set on, or you prefer to execute your approaches with the CDI set on GPS rather than VLOC? Thank you!
Thanks for the kind words, aileron48.
About the GPS/VLOC question: Since this video showed an RNAV (GPS) approach, the Garmin GNS530W needed to be in GPS mode - regardless of whether the autopilot was flying or not. Otherwise the HSI (or CDI) won't show the GPS-computed deviations.
Things are different on a conventional ILS or VOR approach where you would switch over to VLOC. Does that make sense?
Thank you for the response. Yes, okay, that does make sense for the RNAV. Thanks again for the great videos, I especially liked the "Hudson River" tour out of Kennedy.
Yes, that's one of my favorites, too. A little more scenic than Dubuque, IA, on a cloudy day. :-)
Your call for “on our own” confused the controller since that’s not part of the P/C glossary. The better way would have been to state “we’d like direct HULOT for the full procedure RNAV 13 to a missed, then proceed to KMSN.” Theres then no doubt in the controller’s mind what you wanted. Just a tip to help clarify communication ;) safe flying!
Your videos are fantastic.
Thank you very much, Spencer!
I just found your channel. Great videos and flying. Is your turn coordinator broken? You seemed perfectly stable on the approach but your TC was bouncing around a lot.
really enjoy your videos. A long time ago I was a chief flight instructor in Mannheim Germany, Coleman Army Air field. Would take students over to Worms for touch and goes, then pay.
I've not been to Worms, but I learned to fly in Germany. I remember the ritual of paying landing fees everywhere, even at small grass strips. What I do miss is the many neat little airport cafes that they have almost at every field.
yes, sometimes long for a brat. You do a great job with the videos. do you have that headset because of weight or sound quality?
James, I bought the Halo headset originally because it gives me an extra half inch of headroom. Since then, I have learned to appreciate the light weight and the excellent sound quality.
Thank you for your videos. What software are you using on your tablet? A suggestion for another video would be to demonstrate the tools you use.
Nice video.... But what about that turn coordinator? It seems quite unstable!
It had to be due to turbulence. I noticed that also.
Excellent Video demo
Thank you, Ewan.
- Martin
Excellent, thanks for posting.
Martin, what was the deal with the wild fluctuations with your turn coordinator? I flew approaches on steam gauges and that would get my attention!
Mike,
Good observation - the turn coordinator was on its last leg. It's been overhauled since then and works much better now.
- Martin
@@martinpauly Thanks Martin. A pilot with your skills would readily know of any anomalies of his instruments and I wondered if it was something to do with a camera. Thanks Martin...I look forward to your vids.
Awesome stuff Martin! I think if you said you would like "full approach" on the initial request it would have been clear to ATC. Great content as always!
I think you are right. "Full approach", and maybe add "with the hold" or "with the procedure turn" would have been easier for ATC to understand. I've tried that a couple of times since then, and it seems to work.
Is that chart displayed on Foreflight or a different program? How did you get the airplane to approach from the teardrop side when you were flying in on the parallel side?
That app I used back then was WingX - similar to ForeFlight and Garmin Pilot, but not as feature-rich.
- Martin
on a instrument approach,when do you use HDG and NAV on the auto pilot
I use HDG when I'm on a heading assigned by Air Traffic Control, and NAV (actually called "OMNI" on my Century III autopilot) when following GPS or VOR guidance. Finally, there's a LOC setting on my autopilot which is like OMNI, but with adjusted sensitivity to fly localizer or ILS approaches.
You switched to HDG mode on the outbound. Will your AP not fly the reversal with GPSS or do you not have GPSS?
Hi Ron. I don't have GPSS in my Bonanza, so HDG mode is all I can do for the outbound - but it's not rocket science because I can still adjust HDG so as to roughly follow the magenta line on the GPS map.
Do you ever stop at KLNR for a meal? Would love to see our airport in one of your high quality videos some day.
Yes, I've been to Lone Rock a couple of times. The Picadilly Lilly is nice, but even nicer - from my memory - is the downwind is flying over the bluffs when approaching the pattern, really scenic.
Excellent video!
Thank you, Ken.
- Martin
I would've asked for the "full approach" instead of "on my own." Could also include the procedure turn in the request. I'm training though so does this sound correct?
"Full approach" sounds good - thanks!
- Martin
As i am studying approach procedures, I assume if you are approaching the procedural fix from the opposite standard direction, it's S.O.P. to enter and fly the procedure opposite the inbound direction and then tear drop back to the inbound direction? It would appear easier to just join the outbound direction and then turn to enter the inbound direction in lieu of the tear drop or is this not allowed or considered a standard procedure?
There are the three holding pattern entries (direct, parallel, teardrop), depending on which direction you are coming from when you first reach the hold fix.
In real life, ATC doesn't care much about which entry you use as long as you stay on the correct (protected) side of the hold as you enter).
Here is a depiction of the three entries:
www.touch-n-goes.com/articles/instrument/holdentries.html
Thanks Martin for your reply and the attached link. I think you mentioned in the video you wanted to fly the procedure for certification purposes and I assumed there were certain restrictions you had to follow in order to meet the requirements. BTW your instructional videos are the best i've seen on RUclips and we all appreciate the time and effort you take to post them.
Hi JD,
I see now what you are asking. As an instrument rated pilot in the US, to stay current (read: legal) for instrument flying each pilot must fly and log certain things every six months, including a hold in instrument conditions. Since holds for truly operational reasons are very rare where I fly, I sometimes ask for one for practice or currency. Nobody reviews my performance on that hold (well, other than the ATC controller on the radar screen) but it's something I have to do and then write down in my logbook.
- Martin
What was going on with your turn rate indicator during the approach??? wings were rocking and ball was moving wildly left and right...
Love this,now that's a Pilot.
Thank you, Samuel.
- Martin
Nice flight
Thanks!
- Martin
I just love your videos. Really appreciate the time and energy you spend putting these videos together! As a Bonanza owner, I really find them as a real asset. This inspires me to make my own footage. Keep it up!
Thank you, Peter!
Martin, about to start my instrument rating soon and only approaches i haven't practiced are RNAV so I'm studying them on RUclips. One question: Why is the HSI set to 015 for a majority of the approach when you're direct HULOT? I see the Direct track is 026 on the GPS but that doesn't match up with the HSI
Jose, good observation. It was a day with pretty strong winds aloft. My old autopilot is not very good tracking a course accurately with a strong crosswind; however, I found that I can "help" the autopilot by turning the HSI course pointer slightly into the wind. That helps keep the needle centered, though you are correct - in the perfect world, the course pointer should match the bearing shown on the GPS.
I figured it might have something to do with the winds. Well thanks for clarifying and keep up the good work!
I believe what it could be to is on an ils it's that way anyway if your tuned to the ils nav aid it does not matter what radial your nav radios are set on it will give you course guidance no matter what radial it's set on but I'm not sure if that's how a rnav. approach is to but it's good practice to dial in the final approach coarse no matter what you use I'm a student instrument pilot but I would like to know is an rnav the same with course guidance as an ils approach the for and ils are easy it's the gps that I'm not sure about
Was that a standard procedure turn?
It was a hold-in-lieu-of-procedure turn (HILPT). More and more they are replacing the old procedure turns on instrument approaches, but ATC still calls them 'procedure turn' quite often.
Martin, your editing is terrific. What app are you using to record what is seen on your iPad as you fly?
Ryan, I have tried apps for this, but without much success. What I use instead is a solid-state video recorder that takes an HDMI video feed straight from the iPad. That works very well.
Great stuff! Subscribing!!
Is your turn coordinator working correctly? It seems too jittery.
Great videos. Is something wrong with the turn coordinator? That's a lot of wobble.
Yes, it could use some TLC.
Thanks
You are welcome.
very nice. good fly
Thank you!
Hi Matin, Why is the Turn Coordinator going crazy in most of the video? In a pot of turbulence?
Hi Paul, it was a windy and bumpy day, but it's also an older instrument and probably due for overhaul.
Awesome!
Thank you!
- Martin
Hi, what is the name of the app you use on the ipad?
Hello. The iPad app I use is called WingX Pro.
Regards, Martin
Thank you Martin! Have a nice flights.
What iPad is that?
who knows what the app called on his ipad which showing up all approach plate?
The app you see in this video is called WingX Pro.
Regards, Martin
Actually wouldn't the phraseology "pilot navigated" have been better? And technically you're not doing a procedure turn, you're doing a course reversal in a hold in lieu of a procedure turn, isn't it?
I have not seen the term "pilot navigated" in a pilot-controller glossary or radio communication guide. You are correct about this being a HILPT and not a procedure turn, though universally it seems controllers call it a procedure turn, no matter whether it is a PT or a HILPT.
Best regards, Martin
Very good video...I don't care for your altimeter.....For real practice I would fly the approach at 90 knots to stay in Cat. A Not a problem at this airport. But could be a problem at some airports. It should be covered in the briefing.
Bob,
I agree on the altimeter. It was in the airplane when I bought it; when a while ago it started to drift and needed repair, I instead replaced it with a more standard altimeter.
On the CAT A topic, I have found very few straight-in approaches where CAT A vs. B makes a difference. Circling can be different, but thanks to GPS and LPV approaches, circling is a rare event these days. So I fly my Bonanza a bit faster during most approaches, around 120 knots IAS.
Regards, Martin
Skyhawks 172 all day son.