One tip: Unless you're editing a flight plan, press the FMS knob to turn off the blinking cursor (on both the inset Flight Plan window on the PFD and the main FP list on the MFD). With the cursor on, the list of waypoints doesn't scroll--the system is waiting for you to enter or change data or activate a leg or proceed direct to a fix. But if you turn off the cursor, the list scrolls to show the current leg/waypoint.
I also use a rule of thumb to not allow anything to continue flashing in front of me, to not be desensitized to something that’s trying to get my attention
The other reason is when you use the direct enter enter function for example when they have you proceed on course after some vectors, if that is flashing it will take you direct to what ever it’s flashing on.
Jason, here is a tip I picked up, to consider adding to the course. Set the missed approach altitude once you level off before the final approach to 4,000 in this case. I also heard a memory aid 3, 2, 1, 0 GPS or LOC approach 3-fully configured 2-GPS approach mode 1-ground speed check PM good 800 & missed approach alt set and heading (at landing ck list set missed heading/altitude 0-no flags A- ATIS B-build it, bug it, brief it C-clean up FMS, call company D-descent check, data landing (IRTL,RCC,anti-ice, APU use)
Im using your training app and experiencing a lot oof value. I have my private license since 1990 but haven’t flown for over 30 years so studying up prior to going up.
Thanks Jason! Just finished my CFI ride and realized that I'm so NOT proficient in G1000 IFR... (Does it ever end?) I really appreciate your contribution to aviation.
@4:00 is actually going to meet altitude restrictions. It is VNAV, so if you use the VNAV mode on the FD/AP it will descend you and have you meet the altitude restrictions as entered in your FMS. Source: G1000 Reference Guide, Secondary source: CFII with 800 hours in a G1000 C172
Hi Jason, verbalising actions is my moto and way to go. I was wondering though do you still do it with "unknown" pax ? I guess they would feel awkward if you do despite the fact it is very effective Thansk you for all the tips and tricks you share. Fly safe everyone and happy landings ✈️✈️
PPL in training here, so be gentle😉. A 21kt tailwind seems like you could've had a nice 21kt headwind if you used the other; is there not an IFR approach for the other runway?
The G1000 is a fantastic tool for IFR. So is the GFC 700 that you can get with some of them. There is a steep learning curve to these machines. It's worth it. It would be great if flight schools had accurate G1000 sims. The flight sims are typically innacurate representations.
Uhhh, did you actually land (touchdown) on 12? The last shot you has of the G1000 was a 18kt tailwind. Also (this is a nit) there could maybe be traffic using 30 because of the wind.
If the field is IFR, it's going to be one in/one out ... if it's not, it's see and avoid and the option I would assume to circle to land. Actually, no circling minimums, no idea why not.
@@chrisschack9716 While he may have been on an IFR flight plan and it's true that the space is protected from other IFR traffic, he broke out of the clouds at 2300' MSL and he called runway in site just outside 3 miles, so the field was almost certainly MVFR at the time. Even if the field was IFR, there is no guarantee that there isn't someone doing patterns illegally. In the past, there was a RNAV (GPS) Y RWY 12 that only allowed circling to the west of the field due to the terrain, but the coast is a marine sanctuary, so they no longer allow circling at all.
It really helps, especially in a stressful situation. I was flying my Saratoga into Tampa Int'l (in-between airliners) and the controller had me turn inbound way too late. It was in IMC, so I kinda yelled out loud to myself each step that I needed to take to fix the situation. It helped me stay focused. Ended up breaking out at minimums on centerline.
he's on an ifr flight plan. You can't bust bravo when you're talking to ATC and you're IFR. Please don't post if you don't know what you're talking about.
@@TheFinerPoints ok, but controller cleared you the approach. the fujce intermediate fix alt is shown on the plate as 3000 you were 4000. what is reasonable here 10000 ? , 11000, I doubt controller expected you to be at 4
@@marklee1462 You have absolutely no idea what you're talking about. If you actually listen to the controller, he says cross FUJCE at or above 3000. 3000 is not a mandatory crossing altitude, it is the minimum published altitude.
I want to bring this to your attention I noticed you were running the aircraft at 2650RPM at 4000 with the mixture extremely leaned I know it’s too lean judging by the EGT bar that is way too high. If your read the 172 POH it says anything over 75%MCP should be mixture full rich, you are possibly damaging the engine running at that power setting that lean. I would recommend sticking to the numbers in the book yes you lose about 5-10kts but it’s what’s good for the engine. I hope this didn’t come as a “I’m a better pilot than you” just concerned that it might damage the engine enough and maybe cause issues on the long run. Love your videos I learned so much from you 👍🏼👍🏼
![Seungmin "그렇게, 천천히, 우리(As we are)" | [Stray Kids : SKZ-PLAYER]](http://i.ytimg.com/vi/kAzmhLHePqU/mqdefault.jpg)
One tip: Unless you're editing a flight plan, press the FMS knob to turn off the blinking cursor (on both the inset Flight Plan window on the PFD and the main FP list on the MFD). With the cursor on, the list of waypoints doesn't scroll--the system is waiting for you to enter or change data or activate a leg or proceed direct to a fix. But if you turn off the cursor, the list scrolls to show the current leg/waypoint.
I also use a rule of thumb to not allow anything to continue flashing in front of me, to not be desensitized to something that’s trying to get my attention
After minutes transpire, I often have to ask students, ”Why is that message flashing?” Or “Why is that waypoint blinking?”
The other reason is when you use the direct enter enter function for example when they have you proceed on course after some vectors, if that is flashing it will take you direct to what ever it’s flashing on.
Jason, here is a tip I picked up, to consider adding to the course. Set the missed approach altitude once you level off before the final approach to 4,000 in this case. I also heard a memory aid 3, 2, 1, 0
GPS or LOC approach
3-fully configured
2-GPS approach mode
1-ground speed check PM good 800 & missed approach alt set and heading (at landing ck list set missed heading/altitude
0-no flags
A- ATIS
B-build it, bug it, brief it
C-clean up FMS, call company
D-descent check, data landing (IRTL,RCC,anti-ice, APU use)
Im using your training app and experiencing a lot oof value. I have my private license since 1990 but haven’t flown for over 30 years so studying up prior to going up.
Love these. Im doing my IR at the moment (about to do a sim session today!) and enjoy these real world IFR flights. Thanks!
Thanks Jason! Just finished my CFI ride and realized that I'm so NOT proficient in G1000 IFR... (Does it ever end?) I really appreciate your contribution to aviation.
@4:00 is actually going to meet altitude restrictions. It is VNAV, so if you use the VNAV mode on the FD/AP it will descend you and have you meet the altitude restrictions as entered in your FMS.
Source: G1000 Reference Guide, Secondary source: CFII with 800 hours in a G1000 C172
How did you get the MDA 680? The plate says LNAV 660 and I don’t see any NOTAMs changing that. Am I missing something?
Add 20 to the MDA for safety
It’s zero below
Hi Jason, verbalising actions is my moto and way to go. I was wondering though do you still do it with "unknown" pax ? I guess they would feel awkward if you do despite the fact it is very effective
Thansk you for all the tips and tricks you share.
Fly safe everyone and happy landings ✈️✈️
are you planning on making your courses available on windows os and if so when
PPL in training here, so be gentle😉. A 21kt tailwind seems like you could've had a nice 21kt headwind if you used the other; is there not an IFR approach for the other runway?
G1000 is a really good package. But that buttonology has a steep learning curve.
The G1000 is a fantastic tool for IFR. So is the GFC 700 that you can get with some of them. There is a steep learning curve to these machines. It's worth it. It would be great if flight schools had accurate G1000 sims. The flight sims are typically innacurate representations.
Uhhh, did you actually land (touchdown) on 12? The last shot you has of the G1000 was a 18kt tailwind. Also (this is a nit) there could maybe be traffic using 30 because of the wind.
Yes - and you never stated your intentions on the unicom - fullstop, circling or lowpass etc?
If the field is IFR, it's going to be one in/one out ... if it's not, it's see and avoid and the option I would assume to circle to land.
Actually, no circling minimums, no idea why not.
@@chrisschack9716 While he may have been on an IFR flight plan and it's true that the space is protected from other IFR traffic, he broke out of the clouds at 2300' MSL and he called runway in site just outside 3 miles, so the field was almost certainly MVFR at the time. Even if the field was IFR, there is no guarantee that there isn't someone doing patterns illegally.
In the past, there was a RNAV (GPS) Y RWY 12 that only allowed circling to the west of the field due to the terrain, but the coast is a marine sanctuary, so they no longer allow circling at all.
Strange handoff to CTAF there… usually you’d get some sort of “cancel this frequency or by phone on the ground”
I never talk outloud when I'm flying by myself unless I'm talking on the radio.
It really helps, especially in a stressful situation. I was flying my Saratoga into Tampa Int'l (in-between airliners) and the controller had me turn inbound way too late. It was in IMC, so I kinda yelled out loud to myself each step that I needed to take to fix the situation. It helped me stay focused. Ended up breaking out at minimums on centerline.
Wow - first!
Welcome!
@4:47 foreflight says you bust the bravo. You were very high at fujce
he's on an ifr flight plan. You can't bust bravo when you're talking to ATC and you're IFR. Please don't post if you don't know what you're talking about.
I was IFR, you can't bust the bravo when you're IFR
@@TheFinerPoints ok, but controller cleared you the approach. the fujce intermediate fix alt is shown on the plate as 3000 you were 4000. what is reasonable here 10000 ? , 11000, I doubt controller expected you to be at 4
@@marklee1462 You have absolutely no idea what you're talking about. If you actually listen to the controller, he says cross FUJCE at or above 3000. 3000 is not a mandatory crossing altitude, it is the minimum published altitude.
@@marklee1462 His previous clearance was 4000. The controller expected him to be there until he vacated that altitude.
I want to bring this to your attention I noticed you were running the aircraft at 2650RPM at 4000 with the mixture extremely leaned I know it’s too lean judging by the EGT bar that is way too high. If your read the 172 POH it says anything over 75%MCP should be mixture full rich, you are possibly damaging the engine running at that power setting that lean. I would recommend sticking to the numbers in the book yes you lose about 5-10kts but it’s what’s good for the engine. I hope this didn’t come as a “I’m a better pilot than you” just concerned that it might damage the engine enough and maybe cause issues on the long run. Love your videos I learned so much from you 👍🏼👍🏼