How I Fly An Instrument Approach Procedure
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- Опубликовано: 30 сен 2024
- Build it, brief it, bug it, fly it. Being ahead of the aircraft is crucial to flying under IFR or when flying an instrument approach procedure. Although today is being flown VFR, it still requires a good brief to be fully aware of what is going on.
Today I practice some RNAV approaches trying out different methods of descent to maintain a stabilized approach down the the runway. The first approach I fly as an LNAV approach but with the aid of the LPV glidepath. The second approach I use a rule of thumb calculation to get a descent rate to use down to the runway.
Enjoy the flight!
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I am going to be the proverbial back seat pilot bastard and say that the video was fantastic however, when you are flying an approach into an uncontrolled field (which this was since tower was closed), you should not only call out the fixes that you are over (for example the FAF or IAF) but you should also call out a distance from the airport. Some VFR pilot could be flying out there near you and does not have the approach plates and has no idea where those fixes are.
Are you making it to Oshkosh this year?
I noticed the same thing, too. When I was going for my IR training, I did a practice approach at an uncontrolled airport once. My CFI mentioned on the UNICOM that we were on an instrument approach and waypoints. He did not mention altitude or distance from the airport. Another aircraft who was a VFR pilot was confused and chewed us out.
At uncontrolled airfields, your approach priority is the odd man out. Those in the pattern have priority and you have to communicate early your position and intentions. If there is conflict concern communicate your intentions with the conflicting pilot and set up a deal, so both of you are safe. Always be ready for the MAP.
Right on. I’m working instrument rating and close to memorize approaches before flying. Just makes it easier and reduces task load. I also shoot for stabilized descent so I only have to worry about heading control, makes flying the approach much easier. Great illustration of the right things executed correctly.
I'm working through some Instrument training at the moment, so this has been very helpful. I know I'm only just getting around to it. I've been taught the same rate of descent rule of thumb calculation, but to make it easier to work out, halve the groundspeed x 10 gives you easy numbers to work with, which makes it a bit easier than trying to work out x5 but results in the same number
Thanks Lewis, I really needed this video. About to start my ground school for instrument while I complete my X-country requirements. This video was very helpful and informative. Plus it's always a nice bonus to see Otto with you. Love the constant banter.
Can't wait for the next one.
Thank you mate!
Timely, IFR checkride in 2 weeks. Great clairvoyance, man! Must be those cool shades you wear seeing into subscribers future.
Perfect timing!
More IFR stuff…love it!
Can you go over the approaches a little slower for idiots like me? or... well... just me basically.
Great video, thanks! By the way, can you log this approach in the log book?
We’re the two mic hits after the 2nm call to traffic their way of affirming the call without filling the space with words?
What rpm are you using to keep you 450 fpm, 90knots?
Excellent video! Thanks.
When do you add your second or third notch of flaps, and what speeds do you look from from the MDA to touchdown ?
Vfe flaps 20 & 30 in this aircraft is 85KIAS.
U guys needs Some G5s make the scan so much easier plenty of rentals at KTMB have them
Too easy!
Haha loved that intro.
Another calculation I do is 300 feet to 1NM for altitude above touchdown zone. For instance if I am 10NM out on a 3 degree glide slope if should be at 3000 feet above TDZ at 10NM, at 5NM 1500 feet and so on. Like you have shown brilliantly the GS x 5 works well unless you have changes like gusty headwinds.
Perfect timing, just about to go do my first approaches for IR(R) training…
I 100% thought you were about to pull a Flying Eyes case from behind your back. 😂
I’d love to see you do the step downs. I’m struggling with those. My next flight is going to be me vfr trying to figure out the power settings to descend and then level off with 25 flaps. So maybe I can do that better while under the hood with my instructor.
The best video ever. Thank you for posting this. You are so relaxed and laid back on the approach. Im still having problems keeping the localizer in the donut. Can you do a video about it?
This is Great. Only thing is when making radio callouts at uncontrolled fields I prefer to teach my students to say the actual distance from the field in miles when you are tracking inbound instead of saying you are holding at a fix or you are passing a FAF. I just think this helps a lot especially if you are shooting profiles with a bunch of VFR weekend warriors in the airspace because they most likely will have no idea what you mean or where you are. Other than that I love how you teach to brief on the ground to stay ahead and utilize the groundspeed trick to find the approx rate of descent. Fantastic Flying!
Great flying ,,, you two laughing remind me of Thanksgiving
Great one! Your IFR approach videos are my favorite. ✈️
Thanks!!
Im doing radio nav in my training right now, and that "stick your arrow up your ass" is legit my motto every flight lmao
Is this guy an American or a Briton? Why his accent so weird?
it's nice that Noah Reid has time to fly with you now that Schitts Creek is done.
It's cheating to shoot approaches outside the I-4 in the sky airspace.
Hi Lew, what kind of scan do you use on approaches??
Hub and spoke. Attitude indicator is my main instrument and I scan outward from there.
@@LewDixAviation Rogerrr
I could not see you being my CFI because we would have too much fun. Funny thing is, I'll be starting here at FS that is right at KISM.
Be careful down there man. That’s all I’ll say. But having fun is a good thing in flight training!
Nice video! One thing is that you said you would use the LPV glide path with LNAV mins due to the NOTAM. It appears you used the LNAV +V which is the advisory glide path and you correctly did not descend below the LNAV mins due to it being advisory glide path. You did clarify this in your second approach. Good opportunity to showcase why folks should be careful and not confuse the advisory glidepath with an actual glidepath. Nice videos, enjoy following your content!
Thanks! The second approach is definitely an LNAV+V advisory glidepath, however on the first one the LPV was active as noted on the GPS, so it was indeed the LPV glidepath. However I wasn’t using the LPV minimums as the NOTAM says not to. Either way, it was just a bit of practice to follow a glidepath to see how it would go.
Good stuff man! That’s how instrument flying should be not neglecting anything, but relaxed and slow. I remember learning instruments I thought the airplane was going faster than my mind, (it probably was) now that I’m in something faster I miss those days and realize just how slow things were going.
Thanks man. 5 steps ahead always!
I don't think I've ever seen someone fly into KLEE without an ATC controller on duty. Were they closed that day, or did you just go later than the cameras make it seem with that daylight?
Tower closes fairly early at KLEE. We were there after closing.
Another Awesome video Lew, best aviation RUclipsr 🛩
Keep up the fantastic work
Thanks John!
I can tell you are a very proficient instrument pilot by the gentle way you hold the controls no death grip here
Thank you. I am guilty sometimes of a death grip but catch myself and relax.
To someone going through Instrument rating right now it’s a great additional help, thanks for posting!
Great!
Nossaaaaa! Essa transição no início ficou tudo haha 😌
Hahaha obrigado fofa!
Saludos desde Costa Rica 🇨🇷
Hola! 👋🏻
Why did you multiply your ground speed by 5? Where did you get the 5 from? Also, should you start landing configuration at the FAF?
If you are going 90 knots groundspeed, a 3 percent glideslope is exactly 478 ft/min descent rate. If you multiple 90 x 5 you get 450, which is close, that's where 5 comes from. It is a way to roughly calculate the descent rate you need. Don't forget it is ground speed not air speed.
@@adriannye I see, thanks!!!!!!
@Boeing787 Configuring at the FAF you're late. Change in lift, the plane wants to balloon up. So configuring at FAF / GS intercept could now push you above GS. I usually do dot above; top of the donut the latest. Stabilized and then follow the needles down. Just makes for a smoother transition.
@@av8rKCM Thanks!!!
LewDix in the clutch
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GNX375 I had it installed. It’s amazing for approaches. You can even connect it to your iPad and load approaches from you iPad to the gps and vice versa!
Just some easier math legend, gs / 2 and add a 0 to the end! Always killing it
we use that in ATR too, always right on the g path with minimal adjustments.
So much easier! Pilots are “supposed to be good at maths” but I’ve never found one that is 😂
@@LewDixAviation very true mate 😂
Can you please do a video on doing a PMA after you started your circle on a circling approach?
I’d like to add the circling runway would be the reciprocal runway to the IAP. LEE RNAV RWY 13 circle to land RWY 31. Upon your final decent to your circling runway(31) you are NORDO and have to abort, what is the procedure to fly to join the PMA to RWY 13?
What do you mean PMA? Also, if you lose your radios on short final while circling, you would probably just land.
@@mrpielover615 lose radio and you lose sight of the field after you started your circle. PMA=published missed approach
@@WDFH oh right *facepalm*
Do pilots understand how to fly a PMA after they started their circling approach? When do you execute, at the MAF for the circling runway and then rejoin to missed approach from IAP?