I completed my IFR check ride in a Beech Duchess Twin, in ACTUAL IMC! I mean from wheels up we were in it right until gear down hood off and down to minimums for landing. It was without question, the MOST challenging flight test, the most challenging flying I conducted during my training (PPL, CPL, Multi, IFR). The A/C also did NOT have glass cockpit, I used steam gauges the whole time and man it was a challenge. Yet I aced it! Now, same scenario without the Chief Pilot next to me, on my own, newly minted IFR on my license, would I do it again? ABSOLUTELY NOT! IFR is serious stuff and I would need to fly many hours IFR in VMC to hone my skills and procedures! Big reason: risk of spacial disorientation which can easily induce a spiral dive and possible A/C break up in flight or acceleration stall! NO THANKS!
Heard 'Half Moon Bay' and ears instantly perked up! Honeymooned there in Aug '99 and then played Pebble Beach and Spyglass in Oct. '99. Beautiful part of the world! You're a lucky man 😊.
Very nice presentation. You know your stuff, it shows. There is one thing I ALWAYS do on IFR flights. As detail oriented as you are you probably did it subconsciously, but were putting out so much good info just didn't have time to include out loud. At the FAF have the student cross check the FAF crossing altitude, 3300 feet MSL in this case, with his/her altimeter. If the two don't agree, SOMETHING isn't right and don't continue the approach without fixing the discrepancy! I look at this check as my last reliable way before leaving the safety of a couple thousand feet of altitude and soft clouds and descending towards solid ground. If there were a way, and with today's technology there may well be, I would make that number blink bright red on the chart with tiny led lights or whatever. To my way of thinking that number is arguably one of the most important on the chart. Think about starting an approach with reported weather 200 and 1/2 with an altimeter that for whatever reason,indicates a couple hundred feet high at the FAF................! You think you are just approaching minimums about the time your gear is hitting the runway! If you forget to cross check these altitudes, and they do not agree, you had better hope the altimeter reads a couple hundred feet LOW. Worse outcome?, Missed approach. Please don't take this post negatively. It was not meant to be.
Great video. One warning/advice I wish someone had giving me and had to learn the hard way is that sometimes controllers are busy and they don't give you a step down far enough to intercept which makes it so you have to decend very fast once established which might force a missed approach. Point being, if they don't give you a lower altitude, don't wait for the last minute. Ask for it.
Another one: we all have it drilled into our heads that we can't descend to the published numbers until established on the approach. But if you're being vectored, unless the controller says "cleared RNAV XX approach" or "cleared ILS XX" you're not supposed to turn onto the approach course. They can and will vector you right through approach courses, sometimes to make a 270 turn for spacing or to give you more lateral track to descend. Don't deviate from an assigned vector unless told to do so or you're about to hit something-- sometimes controllers simply get busy, but sometimes they have a plan they aren't telling you. This is pretty straightforward on approaches, but it also applies to departures. Recently I filed IFR in clear VMC for the practice on a cross country. "Cleared via vectors, XYZ VOR, then as filed." I was given a nice clean vector toward my filed and cleared airway, but wasn't told to "intercept V123". The controller rightly gave me an earful when he noticed my turn on course.
A couple times when practicing approaches while VFR, some controllers have forgotten to vector me towards the approach course, or had me fly through it. Keeping that situational awareness and being ahead on what ATC will normally instruct you to do can help a lot, and clarifying with ATC in cases of abnormalities or confusion doesn't hurt
@@rn2811 Heh, that's every single VFR into my home class B airport. Stay at an assigned altitude perpendicular over the numbers, then make a right turn for a late right downwind and they expect you to dump 2000+ feet fast. If you extend downwind too much they start grilling you. If you know it's gonna happen you can be slowed down and gear dropped, but just as often they'll put you in a racetrack hold in the other direction for other traffic. You get used to it, and you get really good at energy management tricks like forward slips.
I LOVE that you just said this (at minute 17:00): "pitch for vertical speed, power for airspeed". This is such a contentious statement in the CFI world and yet, it shouldn't be. I have had heated arguments with other CFI's over this (they, LOUDLY insisting that power controls altitude and pitch controls airspeed). To be clear: you cant change one without changing the other (pure physics). Both work in concert with each other. I think those who are confused only see the net results of their actions and dont break down the mechanics of those actions that got them to the end result.
Just got my instrument, multi, and commercial and learned a lot from this video. Now that I’m through flight school I’m excited to fly small planes ifr.
Make SURE you ONLY fly in VMC when honing your skills! Do NOT punch holes in clouds until you are totally confident and competent! Too many pilots punch holes in clouds and wind up punching a hole in the ground!
this is an awesome video with just the needles...only thing is no flaps, no speed reductions...practice like you wold fly it is how I was always taught
Looks like the last thousand feet got a little fast. Bumped up to about 96 kn on the approach. Last thousand feet should be thinking about slowing a little bit more towards 80 kn with one notch flaps. The reason I mentioned this is because if you were actually to break out close to minimums and need to deploy more flaps, you are currently at 96 notch which exceeds the top of the white arc.
Haha you can! 😂 seriously tho there is so much more in the app. We go way deeper and have built tools to make sure you’ve got it. Check it out apps.apple.com/us/app/ground-school/id1444387206
I recall that during my first attempt during the check ride my heading indicator drifted quite a bit within the first 10 minutes of the flight (school airplane) and I got a dismissal from the examiner as it caused a full deflection. I went to a different plane with Garmin G5s.
Jason, excellent video. You mentioned needing to go around if LPV wasnt indicated by the FAF. Why would you not revert to LNAV minimums and continue the approach on only the approach path down to an MDA of 620?
I think the point he was making was a missed approach would be required if his GPS didn't cycle from terminal mode to approach mode. He was looking for LPV but he could have continued if it had indicated LNAV.
You are right we could have, and I noticed that while we were editing. I think what I meant to say in the heat of the moment is if you still saw terminal mode, that is if it didn’t scale to any approach mode, you’d have to go around.
You made a slight error around 14:40, saying you would have to conduct a missed approach at the final approach fix if it didn't switch to LPV, as you could've still used the LNAV minimums for the approach unless those were too high for the cloud layer.
Six configurations? Did you work for PIC at one time? Thank you for "pitch to the glide slope and power to the airspeed". It worksed for me for my entire airline career form the Beech 1900 all the way to the CRJ-700.
I'll never understand the theory behind holding your iPad the whole time. I want both my hands free for writing, tuning, flying, throttle, etc. Especially once you get into more complex/HP aircraft.
It’s to avoid spatial disorientation. It’s extremely bad to keep turning your head down 90° to look at your lap. If you can figure out something that keeps your head up, that’s fine, but too many pilots put their iPad on their leg.
Can you explain why if you do not get a LPV annunciation you must fly the missed approach? Why could you not just revert to LNAV Minimums and fly it as a non precision approach?
Hey Jason. I noticed you didn’t go flaps ten before the final approach fix. My instructor insists that I do it and it makes holding the glide slope harder for me because of the initial balloon effect. I have trouble holding my glide path in the final 500 feet when it gets really sensitive and I get a full deflection. Can you please offer some advice? Thank you.
Would it have been easier to load Jumbda under Transition instead of leaving it on Vectors and loading that under the Flight Plan? (Minute 2:54 on video)
I have several friends Flight Instructors that flying IFR or Night single engine is really STUPID. Yes/No Even friends with Multi ratings that say it Dumb. I did a Lot of both.
All the emphasis on an instrument license and no requirement for synthetic vision is really a case of misapplied safety regulation. Bureaucracy for the sake of it contrary to safety. How many have died following regulations flying with analog gauges where a non instrument pilot would have passed swimmingly with just synthetic vision. Kobe Bryant died in a multimillion dollar helicopter costing thousands of dollars an hour with a pilot with thousands of hours because they had no synthetic vision. Which Garmin g3x uncertified delivers for 3k$. All in the name of good orderly licensed professional safety operation. Analog gauges should be illegal.
That's just your opinion. If you're proficient on analog gauges you're as good as anyone. And if your electronics fail.. you just got yourself in a bad bad spot without those nice backup analog gauges. It's all about PROFICIENCY, not glass vs analog
Keep in mind the technology for synthetic vision is still fairly new. Pilots have been flying in instrument meteorological conditions without it just fine for many decades, and even more on just full-on analog gauges. While synthetic vision is an absolutely beneficial aid to situational awareness, 95% of the time you wont need it anyways if you plan your routing properly. Additionally, the certified technology for full glass displays is often prohibitively expensive for some flight schools, because installing them is not just simply plug-and-play. It often involves a complete refabrication of the wiring harness. By forcing them to only use glass its going to bring a lot of aircraft offline for at minimum a few months, making it even more difficult and even more expensive for students to get their instrument rating. There is also the fact that not every aircraft they will go on to fly professionally will have full glass displays. Going from full glass instrument flying to analog gauge instrument flying is significantly harder than the other way around. By training on analog gauges you are setting yourself up for success in the long run.
slightly misleading heading on the video. even after 40 plus hours of training and the new IFR ticket in your pocket you will soon find out you still don't know how to fly IFR . hopefully you will survive and not rile up too many controllers while learning for real. if you don't get a job where you are doing it every day, even on those days you would rather be getting a root canal you will never really be proficient at it. you can most likely survive but be ready to stick out like a sore thumb. thankfully you probably won't know enough to realize how the guys who do it every day are rolling their eyes at your clumbsy attempt to fit in.
Yeh chuckles, we know, you have 50,000+ hours and came from the womb instrument rated, or 50 years in ATC, that’s why you watch people’s informational IFR videos, and spend your oh so valuable time insulting them, while creating nothing of your own to prove how wonderful you truly are. I learned a few things from this video. He may be saving some people’s lives. What are you doing? Shitposting. Who would I rather have a beer with? Not you, chuckles.
Any "professional" who sits in a 2-pilot cockpit rolling their eyes at someone managing their way through single pilot IFR in a bugsmasher with grandma's autopilot should spend some time resetting their self image.
@@ca_pilot i wouldn't know i've never flown anything but single pilot. it's obvious from your comment that you have not even the slightest clue what i'm talking about. it's a level of professionalism and profficiency you will never even come close to unless you have a REAL flying job flying IFR every day. you know just enough to be dangerous when you have less than 700 hours of instrument time.
@@chucklemasters6433 I mean we can sure hope the pros are better at it than the weekend warriors (though it's an industry recognized problem that ATPs struggle at hand flying when automation fails so...maybe not!), it was your "rolling their eyes" comment that I responded to.
@@ca_pilot You’re spot on. I was trained in the t44c and always had a PM coordinating crm with me. This is almost completely different. Solo ops without an autopilot presents a different challenge.
I completed my IFR check ride in a Beech Duchess Twin, in ACTUAL IMC! I mean from wheels up we were in it right until gear down hood off and down to minimums for landing. It was without question, the MOST challenging flight test, the most challenging flying I conducted during my training (PPL, CPL, Multi, IFR). The A/C also did NOT have glass cockpit, I used steam gauges the whole time and man it was a challenge. Yet I aced it! Now, same scenario without the Chief Pilot next to me, on my own, newly minted IFR on my license, would I do it again? ABSOLUTELY NOT! IFR is serious stuff and I would need to fly many hours IFR in VMC to hone my skills and procedures! Big reason: risk of spacial disorientation which can easily induce a spiral dive and possible A/C break up in flight or acceleration stall! NO THANKS!
Thanks for just showing the instrument panel.
Heard 'Half Moon Bay' and ears instantly perked up!
Honeymooned there in Aug '99 and then played Pebble Beach and Spyglass in Oct. '99.
Beautiful part of the world!
You're a lucky man 😊.
You are absolutely a great amazing CFII and this is what IFR is all about
Thank you sir! 🙌🏻
So smooth, cool, and confident. Great video!
Very nice presentation. You know your stuff, it shows. There is one thing I ALWAYS do on IFR flights. As detail oriented as you are you probably did it subconsciously, but were putting out so much good info just didn't have time to include out loud. At the FAF have the student cross check the FAF crossing altitude, 3300 feet MSL in this case, with his/her altimeter. If the two don't agree, SOMETHING isn't right and don't continue the approach without fixing the discrepancy! I look at this check as my last reliable way before leaving the safety of a couple thousand feet of altitude and soft clouds and descending towards solid ground. If there were a way, and with today's technology there may well be, I would make that number blink bright red on the chart with tiny led lights or whatever. To my way of thinking that number is arguably one of the most important on the chart. Think about starting an approach with reported weather 200 and 1/2 with an altimeter that for whatever reason,indicates a couple hundred feet high at the FAF................! You think you are just approaching minimums about the time your gear is hitting the runway! If you forget to cross check these altitudes, and they do not agree, you had better hope the altimeter reads a couple hundred feet LOW. Worse outcome?, Missed approach. Please don't take this post negatively. It was not meant to be.
Oh wow N5218F! I took my discovery flight in that plane in 2020!
Great video. One warning/advice I wish someone had giving me and had to learn the hard way is that sometimes controllers are busy and they don't give you a step down far enough to intercept which makes it so you have to decend very fast once established which might force a missed approach.
Point being, if they don't give you a lower altitude, don't wait for the last minute. Ask for it.
Another one: we all have it drilled into our heads that we can't descend to the published numbers until established on the approach. But if you're being vectored, unless the controller says "cleared RNAV XX approach" or "cleared ILS XX" you're not supposed to turn onto the approach course. They can and will vector you right through approach courses, sometimes to make a 270 turn for spacing or to give you more lateral track to descend. Don't deviate from an assigned vector unless told to do so or you're about to hit something-- sometimes controllers simply get busy, but sometimes they have a plan they aren't telling you.
This is pretty straightforward on approaches, but it also applies to departures. Recently I filed IFR in clear VMC for the practice on a cross country. "Cleared via vectors, XYZ VOR, then as filed." I was given a nice clean vector toward my filed and cleared airway, but wasn't told to "intercept V123". The controller rightly gave me an earful when he noticed my turn on course.
A couple times when practicing approaches while VFR, some controllers have forgotten to vector me towards the approach course, or had me fly through it. Keeping that situational awareness and being ahead on what ATC will normally instruct you to do can help a lot, and clarifying with ATC in cases of abnormalities or confusion doesn't hurt
I’ve gotten plenty of slam dunks from atc and they’re not fun.
@@rn2811 Heh, that's every single VFR into my home class B airport. Stay at an assigned altitude perpendicular over the numbers, then make a right turn for a late right downwind and they expect you to dump 2000+ feet fast. If you extend downwind too much they start grilling you. If you know it's gonna happen you can be slowed down and gear dropped, but just as often they'll put you in a racetrack hold in the other direction for other traffic. You get used to it, and you get really good at energy management tricks like forward slips.
I LOVE that you just said this (at minute 17:00): "pitch for vertical speed, power for airspeed". This is such a contentious statement in the CFI world and yet, it shouldn't be.
I have had heated arguments with other CFI's over this (they, LOUDLY insisting that power controls altitude and pitch controls airspeed).
To be clear: you cant change one without changing the other (pure physics). Both work in concert with each other.
I think those who are confused only see the net results of their actions and dont break down the mechanics of those actions that got them to the end result.
Excellent! Working on my instrument now...and have the Ground School app! Keep em coming!! Thank you!
Just got my instrument, multi, and commercial and learned a lot from this video. Now that I’m through flight school I’m excited to fly small planes ifr.
Make SURE you ONLY fly in VMC when honing your skills! Do NOT punch holes in clouds until you are totally confident and competent! Too many pilots punch holes in clouds and wind up punching a hole in the ground!
@@jamesunger8433 Sound advice lol.
Amazing. Can’t wait to see more in the app
Can’t wait for the videos. I have IFR Pilot that needs some confidence builder.
throttle down to 2,020 is confusing when you mean descend to 2020. Was thinking you were referring to RPM - Just an FYI...Enjoyed your video sir.
🎶 ✈️’We went dancing, dancing, dancing cross our IFR. . . 🎶’
Thanks for the Road Trip ! 😃
Vector Trip ! 😃✈️🎶
this is an awesome video with just the needles...only thing is no flaps, no speed reductions...practice like you wold fly it is how I was always taught
Thanks! That’s how I’d fly it - flaps with runway in sight
Looks like the last thousand feet got a little fast. Bumped up to about 96 kn on the approach. Last thousand feet should be thinking about slowing a little bit more towards 80 kn with one notch flaps. The reason I mentioned this is because if you were actually to break out close to minimums and need to deploy more flaps, you are currently at 96 notch which exceeds the top of the white arc.
This video is so good I feel like I should be paying for it!
Haha you can! 😂 seriously tho there is so much more in the app. We go way deeper and have built tools to make sure you’ve got it. Check it out
apps.apple.com/us/app/ground-school/id1444387206
I recall that during my first attempt during the check ride my heading indicator drifted quite a bit within the first 10 minutes of the flight (school airplane) and I got a dismissal from the examiner as it caused a full deflection. I went to a different plane with Garmin G5s.
The only problem with the app is it's Apple only 😅 I have Android.. so can't get it! 😬🙆♂️
So get an apple product. I don’t see what’s so hard.
@@melxdan what a dumb reply....
Apple is trash from any perspective. Only idiots have apple
Jason, excellent video. You mentioned needing to go around if LPV wasnt indicated by the FAF. Why would you not revert to LNAV minimums and continue the approach on only the approach path down to an MDA of 620?
I think the point he was making was a missed approach would be required if his GPS didn't cycle from terminal mode to approach mode. He was looking for LPV but he could have continued if it had indicated LNAV.
You are right we could have, and I noticed that while we were editing. I think what I meant to say in the heat of the moment is if you still saw terminal mode, that is if it didn’t scale to any approach mode, you’d have to go around.
You made a slight error around 14:40, saying you would have to conduct a missed approach at the final approach fix if it didn't switch to LPV, as you could've still used the LNAV minimums for the approach unless those were too high for the cloud layer.
I know thx. I meant if it didn’t switch to an approach mode of some kind
Six configurations? Did you work for PIC at one time? Thank you for "pitch to the glide slope and power to the airspeed". It worksed for me for my entire airline career form the Beech 1900 all the way to the CRJ-700.
Great video! Will you share video of a hold pattern?
Those are included in the app :--)
I'll never understand the theory behind holding your iPad the whole time. I want both my hands free for writing, tuning, flying, throttle, etc. Especially once you get into more complex/HP aircraft.
It’s to avoid spatial disorientation. It’s extremely bad to keep turning your head down 90° to look at your lap. If you can figure out something that keeps your head up, that’s fine, but too many pilots put their iPad on their leg.
Can you explain why if you do not get a LPV annunciation you must fly the missed approach? Why could you not just revert to LNAV Minimums and fly it as a non precision approach?
You could. I meant to say without a switch to approach mode (of some kind)
Need to get yourself a fluxgate 😉
I don’t see a link for the Tuesday webinar?
Great video! ❤ Question why would you have to go miss if no LPV on your OBS can’t you just change to LNAV minimums instead?
Works but don’t forget to adapt the MDA
Who do you use for your checkrides in NorCal?
Hey Jason. I noticed you didn’t go flaps ten before the final approach fix. My instructor insists that I do it and it makes holding the glide slope harder for me because of the initial balloon effect.
I have trouble holding my glide path in the final 500 feet when it gets really sensitive and I get a full deflection.
Can you please offer some advice?
Thank you.
Would it have been easier to load Jumbda under Transition instead of leaving it on Vectors and loading that under the Flight Plan? (Minute 2:54 on video)
You can't preload JUMDA as a transition, because it's not an IAF on the approach chart.
Question. If you’re shooting the LPV and it doesn’t show up you can’t continue with LNAV mins, you must go around immediately ?
No you can continue to LNAV mins
If you still see TERM you have to go around
I feel like I’m in the left seat seeing this Panel
It’s a unique filming setup we use for our app
It puts the viewer in the left seat
Thanks, we worked hard on that. It’s the way film everything in the app - designed to put the viewer in the left seat 🙌🏻
Will the ground school app be updated with the new private pilot ACS?
It will be! :-)
@@christopherbordenave6955 thank you sir, looking forward to it
do you do actual in plane flight lessons?
Yes he does, but getting on the schedule may not always be easy! 😜
I have several friends Flight Instructors that flying IFR or Night single engine is really STUPID. Yes/No Even friends with Multi ratings that say it Dumb. I did a Lot of both.
hand fly
I am hand flying! I even went back to check the video to be sure because I remembered hand flying - but you can see that the KAP 140 is off
Your IFR flight school came 6 months too late for me.
With these kinds of integrated tips - it’s never too late. 1 month is $49.95, so worthbit
First!
🙌🏻
All the emphasis on an instrument license and no requirement for synthetic vision is really a case of misapplied safety regulation. Bureaucracy for the sake of it contrary to safety.
How many have died following regulations flying with analog gauges where a non instrument pilot would have passed swimmingly with just synthetic vision. Kobe Bryant died in a multimillion dollar helicopter costing thousands of dollars an hour with a pilot with thousands of hours because they had no synthetic vision. Which Garmin g3x uncertified delivers for 3k$.
All in the name of good orderly licensed professional safety operation.
Analog gauges should be illegal.
cry harder. your lack of skill is your problem. the faa values intelligence
That's just your opinion. If you're proficient on analog gauges you're as good as anyone.
And if your electronics fail.. you just got yourself in a bad bad spot without those nice backup analog gauges.
It's all about PROFICIENCY, not glass vs analog
@@fzakrzewski how are you going to see detailed terrain with that old junk
@@DanFrederiksen That’s what MSA, MEAs MORA, MRC, are for; all proven methods not to crash, and with plenty of margin if used correctly.
Keep in mind the technology for synthetic vision is still fairly new. Pilots have been flying in instrument meteorological conditions without it just fine for many decades, and even more on just full-on analog gauges. While synthetic vision is an absolutely beneficial aid to situational awareness, 95% of the time you wont need it anyways if you plan your routing properly.
Additionally, the certified technology for full glass displays is often prohibitively expensive for some flight schools, because installing them is not just simply plug-and-play. It often involves a complete refabrication of the wiring harness. By forcing them to only use glass its going to bring a lot of aircraft offline for at minimum a few months, making it even more difficult and even more expensive for students to get their instrument rating.
There is also the fact that not every aircraft they will go on to fly professionally will have full glass displays. Going from full glass instrument flying to analog gauge instrument flying is significantly harder than the other way around. By training on analog gauges you are setting yourself up for success in the long run.
slightly misleading heading on the video. even after 40 plus hours of training and the new IFR ticket in your pocket you will soon find out you still don't know how to fly IFR . hopefully you will survive and not rile up too many controllers while learning for real. if you don't get a job where you are doing it every day, even on those days you would rather be getting a root canal you will never really be proficient at it. you can most likely survive but be ready to stick out like a sore thumb. thankfully you probably won't know enough to realize how the guys who do it every day are rolling their eyes at your clumbsy attempt to fit in.
Yeh chuckles, we know, you have 50,000+ hours and came from the womb instrument rated, or 50 years in ATC, that’s why you watch people’s informational IFR videos, and spend your oh so valuable time insulting them, while creating nothing of your own to prove how wonderful you truly are. I learned a few things from this video. He may be saving some people’s lives. What are you doing? Shitposting. Who would I rather have a beer with? Not you, chuckles.
Any "professional" who sits in a 2-pilot cockpit rolling their eyes at someone managing their way through single pilot IFR in a bugsmasher with grandma's autopilot should spend some time resetting their self image.
@@ca_pilot i wouldn't know i've never flown anything but single pilot. it's obvious from your comment that you have not even the slightest clue what i'm talking about. it's a level of professionalism and profficiency you will never even come close to unless you have a REAL flying job flying IFR every day. you know just enough to be dangerous when you have less than 700 hours of instrument time.
@@chucklemasters6433 I mean we can sure hope the pros are better at it than the weekend warriors (though it's an industry recognized problem that ATPs struggle at hand flying when automation fails so...maybe not!), it was your "rolling their eyes" comment that I responded to.
@@ca_pilot You’re spot on. I was trained in the t44c and always had a PM coordinating crm with me. This is almost completely different. Solo ops without an autopilot presents a different challenge.