The most comprehensive and complete instruction on youtube when it comes to IFR flying. This channel helped me greatly in my training and I just wanted to thank you guys for all the great content over the years! You rock!
Sir in you presentation regarding the three items authorizing you to go below DA/MDA - 1. In the continuous position to land where you state “It’s Up To You”. Yes, 3 degrees is ideal but your statement should have included “Descend at a rate so as NOT to breech the STABILIZED APPROACH CRITERIA..3 degrees may or may not give you that. I love your presentations , thank you.
This is exceptional flight instruction refresher training. I don’t think I have found a more thorough and informative webinar than this. This is Platimum level instruction. Thank you!
I truly want to thank you Boldmethod crew. I find myself always coming back to many IFR videos for clarification during my self study. These videos helped me immensely as i mutter through all the daunting information regarding IFR world. The clarification in these videos helps me accomplish my goal to become a safer pilot while achieve my IFR rating.
Great videos. A few things I noticed. You CAN substitute GPS guidance on a localizer course as long as you monitor the raw the data….the actual localizer. Also, you can ALWAYS execute a missed approach….even below minimums…..or way before minimums. It is a far better decision than forcing a landing in bad weather or landing long on a contaminated runway. Where you have to be VERY careful is going missed below minimums off a runway with high required takeoff climb gradients either for the missed approach procedure or the departure procedure. This should be taken care of in preflight or enroute planning. Flight deck performance manages this at the airlines. Another thing, circling in marginal weather is never a good idea. Ever. WAAS GPS DOES change your alternate criteria depending on your TSO installation version. All GPS approaches are considered “non-precision” even though they may have a DA and the same minimums as the ILS. This has to do with certification, testing and MONITORING and alerting……..not the precision of the guidance.
Finally, at the VDP you DO have obstacle protection. This precisely why VDP ‘s are built into some approaches. Past the VDP at normal descent rates ( angles published on the chart), you are also fine. In fact, if you are not equipped to identify the VDP you are authorized to fly the approach as if none existed (AIM). VDP’s are only an aid built into the approach. No one is building approaches to get you to the VDP and then have you run into something as soon as you descend.
X-Military pilot, my computer woke me up this morning with the countdown of this video so I watched it. This was good for me. It ran my mind through processes that haven't been used in a while. A few of the questions were a mental pushup as well. It's a little scary because I was not looking at aviation videos. I was then concerned about what Google was doing last night while I was sleeping, so I hit the back button and it ran me through a bunch of instrument flying videos last night.
I agree with you 100%! I’m definitely afraid of failing an instrument check ride. I have not started my instrument training yet, But the more I review IFR information I realize how much information I really don’t know. Which causes me to feel a tad bit anxious at times. I always seem to come back to Many of these bold method instrument flight training videos. I walk away feeling I have a better understanding some of these difficult subject areas. Thanks again to the crew.
Preparing for my IFR written, this was very confusing for me..., this is the best explanation I’ve ever seen..., finally, I started understanding..., this is huge. Thank you so much!!!
Excellent video, learned a lot and make me fell more comfortable for my IRA check-ride. Congratulations for the help and awesome quality videos you provided!
Thank you very much from all the products overseas I always learn a lot refreshing my mind a lot even though I’m flying since 24 years as an airline pilot I’m from Jordan thank you very much please keep making these videos
There are approaches such as RNP RWY 34R, Rome, Italy, that has both DA/MDA minima depicted for an LNAV (CDFA) on a Jeppessen chart. How come we can have a DA(H) for a 2D approach without vertical guidance? Keep up the good work. You guys are awesome.
Great video but I want to know more about the CDFA technique, did you already upload the video about it, you mentioned something like you were going to.... But I am not sure if I understood correctly if you are making a new video about it if it so where can I find it? Thank you very much for this video! Regards from Costa Rica.
Well, lets just find out if this presentation helps clear up those pesky FAA missed approach point questions. The FAA source material 8083-, including the AIM is terrible at teaching this in my eyes. For a "home study" guy, this information is hard to find. Great presentation!
At 26:55 I thought that depicted that the VDP is 3.1 DME from the navaid and the actual missed approach point was the runway threshold, which would then be 1.6 DME from BFF. Is this incorrect?
Great videos by the way.... Just learning instruments so please bare with my math and understanding. At about 36:20 you mention speed calc of adding about 2% per. 1,000, msl. I am seeing roughly 1,500 msl so I would assume 3% in this case. 3% of 100kts is 3kts, so that would be 103kts. How did you come up with 120kts? I am obviously missing something huge here. Did I say how much I love your videos and blogs?
The final approach segment is to be timed when flying between 9700' MSL and 8140' MSL. Average about 8900' MSL. (Use density altitude if you know it). On a standard day the 2% correction would be applied to 8.9. About 17.8 or 18 knots. 100 KIAS => about 118 KTAS.
LPV approaches are not considered precision approaches. They are APV, approach with vertical guidance. They still use DA and generally are 200 AGL. Please correct me if I am wrong. This would come into play when choosing alternate and associated alternate mins.
@@syedhamza3064 my understanding is that LPV is a precision approach but FOR PURPOSE OF ALTERNATE PLANNING, if an ILS is not available, you use non-precision standard alternate minimums even if an LPV is available. i.e., although LPV is a precision approach (the "Guy in the Pink Shirt" expert on GPS says that an LPV is actually MORE precise than an ILS), for purpose of alternate planning it is TREATED as non-precision. Presumably to mitigate the risk of the system degrading to LPV for any reason, such as if the WAAS becomes unavailable.
Great video. Not sure if his "on the fly" math is correct at 35:00. Here is what I get. Please correct me if I am wrong. Basic descent rate math= Change in altitude/Distance x GS /60= FPM descent rate... I chose Pexsa and Wakor because distance and altitude is shown. The angle is still 7.75. (PEXSA)9700-(WAKOR)8740/2.4nm x 120 GS / 60 = 800FPM. I think he said descent rate was 1600FPM?
both are correct... Your math is correct to fly between PEXSA and WAKOR, however if you want to do a straight in approach from WAKOR to the RWY you would need to loose (8740-6882-50 = 1808 ft which in 2.2 NM equals to about 1750 fpm descent rate or 7.75 degrees... so yeap the approximation that to descent 7.75 degrees takes about 1800 fpm is also correct. :-)
I may be wrong but I think he was trying to say that a 3 deg glideslope is normally 300 ft per nm . So a 7.75deg rounded up to 8 deg. Would be 800ft per nm descent but if you are traveling at 120kts that’s 2nm per min which would be 800x2= 1600fpm required because of faster speed. .he then said really 1500-1600fpm because it was 7.75 not 8 deg angle
how do you determine flight visibility? is it by judging the distance from the approach lights to the runway? what if there is not any approach lights?
If using Dive and Drive method. We will be below recommend glide slope. How much protection do we get? Ex. You could break out of cloud dive and drive, you see the runway vasi light indicates two red lights.
![[#2024MAMA] ROSÉ (로제), Bruno Mars - APT. | Mnet 241122 방송](http://i.ytimg.com/vi/dgGqD28J6aQ/mqdefault.jpg)
Hands down THE best flying instructional videos on RUclips (From a very appreciative viewer with ATP/CFII/18000TT/7 type ratings)
Thanks Michael!
The most comprehensive and complete instruction on youtube when it comes to IFR flying. This channel helped me greatly in my training and I just wanted to thank you guys for all the great content over the years! You rock!
You're the Gold standard for clear teaching!
Sir in you presentation regarding the three items authorizing you to go below DA/MDA - 1. In the continuous position to land where you state “It’s Up To You”. Yes, 3 degrees is ideal but your statement should have included “Descend at a rate so as NOT to breech the STABILIZED APPROACH CRITERIA..3 degrees may or may not give you that. I love your presentations , thank you.
This is exceptional flight instruction refresher training. I don’t think I have found a more thorough and informative webinar than this. This is Platimum level instruction. Thank you!
I truly want to thank you Boldmethod crew. I find myself always coming back to many IFR videos for clarification during my self study. These videos helped me immensely as i mutter through all the daunting information regarding IFR world. The clarification in these videos helps me accomplish my goal to become a safer pilot while achieve my IFR rating.
Great videos. A few things I noticed. You CAN substitute GPS guidance on a localizer course as long as you monitor the raw the data….the actual localizer. Also, you can ALWAYS execute a missed approach….even below minimums…..or way before minimums. It is a far better decision than forcing a landing in bad weather or landing long on a contaminated runway. Where you have to be VERY careful is going missed below minimums off a runway with high required takeoff climb gradients either for the missed approach procedure or the departure procedure. This should be taken care of in preflight or enroute planning. Flight deck performance manages this at the airlines. Another thing, circling in marginal weather is never a good idea. Ever.
WAAS GPS DOES change your alternate criteria depending on your TSO installation version.
All GPS approaches are considered “non-precision” even though they may have a DA and the same minimums as the ILS. This has to do with certification, testing and MONITORING and alerting……..not the precision of the guidance.
Finally, at the VDP you DO have obstacle protection. This precisely why VDP ‘s are built into some approaches. Past the VDP at normal descent rates ( angles published on the chart), you are also fine. In fact, if you are not equipped to identify the VDP you are authorized to fly the approach as if none existed (AIM). VDP’s are only an aid built into the approach. No one is building approaches to get you to the VDP and then have you run into something as soon as you descend.
X-Military pilot, my computer woke me up this morning with the countdown of this video so I watched it. This was good for me. It ran my mind through processes that haven't been used in a while. A few of the questions were a mental pushup as well. It's a little scary because I was not looking at aviation videos. I was then concerned about what Google was doing last night while I was sleeping, so I hit the back button and it ran me through a bunch of instrument flying videos last night.
I have studied Gleim courses, sporty courses. I still reference these videos constantly. So informational!
I agree with you 100%! I’m definitely afraid of failing an instrument check ride. I have not started my instrument training yet, But the more I review IFR information I realize how much information I really don’t know. Which causes me to feel a tad bit anxious at times. I always seem to come back to Many of these bold method instrument flight training videos. I walk away feeling I have a better understanding some of these difficult subject areas. Thanks again to the crew.
27:33 I still time my approaches.
Preparing for my IFR written, this was very confusing for me..., this is the best explanation I’ve ever seen..., finally, I started understanding..., this is huge. Thank you so much!!!
You guys are phenomenal ! thanks so much for these high quality instructional videos
"And.....That is a big arrow" HAHA The content in these videos are the best on the subject.
Simply the best video I’ve ever seen in aviation
These videos are long but very educational and informative
You guys are doing excellent job. Thanks.
Great presentation. Thanks
Simply the best aviation education!
Amazingly educational and professional. Thank you!
Excellent video, learned a lot and make me fell more comfortable for my IRA check-ride. Congratulations for the help and awesome quality videos you provided!
Outstanding information!!!! Well presented and taught!!!
Thank you very much from all the products overseas I always learn a lot refreshing my mind a lot even though I’m flying since 24 years as an airline pilot I’m from Jordan thank you very much please keep making these videos
Love the videos! Keep it up!
Thanks, we will!
Many thanx for this video!
Lot of things got clear with your help.
Good job!
There are approaches such as RNP RWY 34R, Rome, Italy, that has both DA/MDA minima depicted for an LNAV (CDFA) on a Jeppessen chart. How come we can have a DA(H) for a 2D approach without vertical guidance?
Keep up the good work. You guys are awesome.
Great video but I want to know more about the CDFA technique, did you already upload the video about it, you mentioned something like you were going to.... But I am not sure if I understood correctly if you are making a new video about it if it so where can I find it? Thank you very much for this video! Regards from Costa Rica.
Your videos are awesome.best ones out there,thanks.
Excellent presentation. Thank you
L35 at Big Bear FAF is the VDP - isn’t that odd? I used your formula taking the HAT and dividing by 300….
Great presentation! Thanks!
Thanks Rick!
these videos help me sooooooo much! life saver
Nunn. Nm. B. M mm ⁴⁴⁴⁴⁴⁴⁴⁴⁴⁴⁴⁴⁴⁴4⁴⁴
Great videos!
Thanks!
Well, lets just find out if this presentation helps clear up those pesky FAA missed approach point questions. The FAA source material 8083-, including the AIM is terrible at teaching this in my eyes. For a "home study" guy, this information is hard to find. Great presentation!
At 26:55 I thought that depicted that the VDP is 3.1 DME from the navaid and the actual missed approach point was the runway threshold, which would then be 1.6 DME from BFF. Is this incorrect?
I heard that if the VDP is published it insures obstacle clearance.
thanks this helps me a lot!
Glad we could help David!
Great videos by the way.... Just learning instruments so please bare with my math and understanding. At about 36:20 you mention speed calc of adding about 2% per. 1,000, msl. I am seeing roughly 1,500 msl so I would assume 3% in this case. 3% of 100kts is 3kts, so that would be 103kts. How did you come up with 120kts? I am obviously missing something huge here. Did I say how much I love your videos and blogs?
The final approach segment is to be timed when flying between 9700' MSL and 8140' MSL. Average about 8900' MSL. (Use density altitude if you know it). On a standard day the 2% correction would be applied to 8.9. About 17.8 or 18 knots. 100 KIAS => about 118 KTAS.
Instrument Flying Handbook 1-21 for MAP for different approaches.
10-21and honestly, it doesnt explain anything other than you should execute if....lol
LPV approaches are not considered precision approaches. They are APV, approach with vertical guidance. They still use DA and generally are 200 AGL. Please correct me if I am wrong. This would come into play when choosing alternate and associated alternate mins.
you're correct - lpv aren't considered precision approach.
@@syedhamza3064 my understanding is that LPV is a precision approach but FOR PURPOSE OF ALTERNATE PLANNING, if an ILS is not available, you use non-precision standard alternate minimums even if an LPV is available. i.e., although LPV is a precision approach (the "Guy in the Pink Shirt" expert on GPS says that an LPV is actually MORE precise than an ILS), for purpose of alternate planning it is TREATED as non-precision. Presumably to mitigate the risk of the system degrading to LPV for any reason, such as if the WAAS becomes unavailable.
Great video. Not sure if his "on the fly" math is correct at 35:00. Here is what I get. Please correct me if I am wrong. Basic descent rate math= Change in altitude/Distance x GS /60= FPM descent rate... I chose Pexsa and Wakor because distance and altitude is shown. The angle is still 7.75. (PEXSA)9700-(WAKOR)8740/2.4nm x 120 GS / 60 = 800FPM. I think he said descent rate was 1600FPM?
both are correct... Your math is correct to fly between PEXSA and WAKOR, however if you want to do a straight in approach from WAKOR to the RWY you would need to loose (8740-6882-50 = 1808 ft which in 2.2 NM equals to about 1750 fpm descent rate or 7.75 degrees... so yeap the approximation that to descent 7.75 degrees takes about 1800 fpm is also correct. :-)
I may be wrong but I think he was trying to say that a 3 deg glideslope is normally 300 ft per nm . So a 7.75deg rounded up to 8 deg. Would be 800ft per nm descent but if you are traveling at 120kts that’s 2nm per min which would be 800x2= 1600fpm required because of faster speed. .he then said really 1500-1600fpm because it was 7.75 not 8 deg angle
Amazing content
Great job
wow what a superb video
What is BFF? Can’t find definitions anywhere!
thanks a lot !
Really helpful thx
So if you are flying LPV without the "+V" showing, that means it is a certified precision approach, therefore, you can use DA instead of MDA? 56:00
It's not a certified "Precision Apch" but yes, DA is used instead of MDA.
Pl. correct me if I'm wrong.
Ref: www.boldmethod.com/learn-to-fly/navigation/what-is-the-difference-between-lpv-and-lnav-vnav-gps-approaches/
These are great. Much better than Sporty's instrument class.
Thank you
how do you determine flight visibility? is it by judging the distance from the approach lights to the runway? what if there is not any approach lights?
If using Dive and Drive method. We will be below recommend glide slope. How much protection do we get? Ex. You could break out of cloud dive and drive, you see the runway vasi light indicates two red lights.
Best video
Who else is here from MGA during Quarantine time?
Awesome
how to interpret ifr jeppesen chart
How does Aleks know every single thing?
26:42 call me old school but I've always gravitate to government plates over Jep. chart.
great video but what’s with the ring
Williams Susan Taylor Linda Thompson Linda
E
X
C
E
L
L
E
N
T