Approach Clearance from ATC | Radar Vectors to Final | Cleared for the ILS 

Every single instrument pilot in training should watch this. One of the best I’ve seen on what to expect on approach clearance. Keep up the great work.

As a pilot and controller - I’m thoroughly impressed you found out at PTAC on your own. That’s great thing to know and to help simplify your atc comms. One thing to note is RNAV approaches are handled slight different, the key to take away from any approach clearance is the turn/direct to a fix, the altitude and the clearance. Also, checking in with the tower can be not fun if there’s a lot going on. Today I had crazy winds, icing reports, traffic in position - just a lot of stuff for a critical phase of flight. Sorry - it’s my job to tell you all this. Anyway, on final approach - train your ears to listen to one of three key words: “cleared to land”, “continue” or “go-around”. Those are the important ones to pay attention too. Keep up the good work! Great video!

I wish like crazy I had this video back when I was doing instrument. This radio call in particular was the bane of my existence.

I'm new to IFR, and still having a tiny bit of trouble fumbling through the radio calls. THIS is the video I've been searching for! Thank you.

My buddy and I had to make this exact approach in solid IMC down to minimums due to induction icing on a Mooney M2C about 8 years ago. No ice on the wings but the engine intake air filter was iced up after we touched down. We were 10 miles west of AC when the engine started running rough. We applied carb heat and the engine started using alternate air from the engine compartment and avoided the clogged-up iced air filter. The ATC controller kept us calm during the entire approach. I remember the tower operator saying that she could not see us on final and wanted to know what altitude we broke out at. It turned out, that we broke out exactly at minimums. I thought we had carb icing, but it turned out to be induction filter intake ice. The carb heat controller ended up saving us for another day because it acted as an alternate air intake. The controllers at AC were extreme professionals. There was never a hint of ice on the wings but the engine started to run roughly about 10 miles west of AC at about 8000 ft. I'll never forget that day. We stayed at AC for a while at the casinos and waited for the weather to clear, then we departed to our destination after the weather cleared.

In the mist of instrument training. Your channel has been an awesome resource! I have subscribed and pounded the bell!

These IFR training videos are AMAZING.

Best videos I have watched explaining flight procedures!

This trainer is a master in how easy he make this task so easy to understand and keep us learning while staying safe…. Keep up with the proficient work.

Wow. Wow wow wow. Thank you so much for this. Doing my instrument rating and check ride prep. I’ve liked and subscribed. Please keep these coming!

Never comment on YT but need to say thank you sir wishing peace and prosperity to ya. These instrument videos have saved my sanity as a new PPL holder starting my instrument training

High quality info my man! Keep up the great work!

This video was very helpful as i'm getting ready for instrument training. Thanks for everything you post!

Great video! Currently working on my instrument rating. Your explanations and graphics are always immensely helpful. Thanks!!!

Great explanation! Clear and concise. I really enjoy and learn and lot from your videos

Love this channel. The PTAC is a game changer. Never knew this.

Very nice and clear explanation and good use of an example! Thank you.

Another AMAZING video, thank you!!

My CFII never even mentioned PTAC. I had to learn it on my own after listening to so many approach clearances and figure out the pattern. Because of that CFII, I don't feel like I learned anything but her life's drama. So thank you for showing that I wasn't the only one struggling through approach clearances

Perfect, thank you. Good for you that you mentioned to load the full approach, even on vectors; you can always press ¨vectors¨ later on. In the second part, you may try to ask for a position more to the east, to approach STEVV for a straight in approach. Graphics are amazing as usual.

Excellent! Learning on VATSIM - this will help alot!

Great video. Simple and clear

I can't thank you enough for this video. Really. I was told to listen to liveATC. Why I couldn't be told about PTAC is shocking.

This helped a lot in explaining the whole procedure lots to take in this made it simpler

This is fantastic. More approaches tomorrow, lets just hope I hear the calls through the static!

Excellent. Please keep the videos coming.

Bravo! Going to listen to this one over and over in my AirPods

This was so helpful! Thank you for creating this!

I have never liked a video so quickly. Thank you for these excellent lessons, they're really helping me prepare for my instrument checkride!

I sincerely appreciate your video.

Thank you Captain!! Great video…

Thanks for sharing magnificent. Great informative tips. Worth watching it...!!

truly the "professor of flying" here! best of YT, and thank you again for not having technopop bee bop musak in the background

Excellent video as usual. I would love to see one on calculating climb and decent rates. Thank you!

Great video!! Thank you!

Sir, thank you for this, it has really cleared up the gaps in my knowledge. Your graphics and the way you display the information is really clear and concise. Is there any chance you could do a video like this for the G1000?

That PTAC acronym is super helpful! Thanks for the video.

These videos are great!

Great presentation. Thanks

VERY SIMPLE AND COMPLETRE EXPLANATION ...

Also helpful is to dial in the NDB usually at the Outer Marker and use the NDB needle for better situational awareness.

So informative!

Thank you. Great video.

Excellent help.

Thank you for another great video. I never activate vector to final because the GPS will remove all the airways prior to IAF and if ATC change their mind and give you instruction that includes one of the intimidate airways then you have to scramble to reload the approach to see all airways. PTAC is a great acronym to remember what to read back. I struggled with that for a long time early on.

Very nicely narrated

Great video!

Great video

Fantastic summary of vectors to final. I’ve been flying general aviation instruments for 20 years and I still get this screwed up

awesome awesome awesome channel. keep it coming.

Thank You!!

You're great, Thanks so much :)

How are you making so many vids? Plus these vids are great thanks.

Always choose a transition rather than vectors because the 650/750 will allow you to choose another transition, or vectors, from a transition, but will not allow you to choose a transition from vectors. If you choose vectors you will have to reload the approach if given a transition.

Good job

Excellent.

this is so funny i litterally just got an approach clearance today and got radar vectors to final for the ils 13 at acy as it was my first day in actual instrument

This has to be the most helpful teaching aids on all of U2 for general aviation and piloting in general. Thank you very much for taking the time to make these videos. I have problems learning with books, so I really lean heavily on videos like this to help me visualize what I learned in non-visual formats.

Thanks!

Great content here. Curious, on an approach clearance, if cleared to an IAP can you leave an assigned altitude for a feeder route indicated altitude or the MEA on the airway to the IAP? Thanks !!

Like having a good co-pilot great video

Excellent! You sound like Rogan BTW, to me.

Thanks for this very informative tutorial, just want to know in real life, is the last leg that we have to expect an ALTITUDE instruction from ATC.

thnak you so much! more ifr videosssssssssssssssssssssssssssss

Another thing to remember is ATC is responsible for ensuring EVERYTHING you read back is what they want and correct. If you simply reply “copy all, wilco” or something similar then ATC will assume you understand completely. Never ever be afraid to ask the controller to repeat instructions, to break off your approach and restart, or query ATC for additional information. ATC is providing a service and the more information you give them the better service they can provide. Most controllers these days only have a basic understanding of flying, never assume the one your talking to understands your situation. Be firm if necessary as it’s the pilots first job to land the airplane safely.

Great 👍🏻

The expected approach should be on the ATIS.

Great video, thanks! If you are not GPS equipped, how do you go direct to a IAF? Unless it is a VOR or NDB, of course. Just say unable, or Approach will not issue such command?

Good video, one point tho….. In your example, when you were switched from Dover to Atlantic City, you did not check in with your altitude. This is required in order for the new appch controller to verify your mode C.

On the 650 navigator you show VLOC in the guidance but you are direct to a GPS waypoint, not a VOR. That’s the risk in using a simulator in DEMO mode to illustrate operation of the navigator, if you had incorrect settings they do no have consequences as they would in an aircraft…

Question about the very end of the video. If you’re told direct STEVV, but the controller doesn’t want you to make the procedure turn (I saw one of your other videos you said they hardly ever want you to do the full PT), what’s the correct way to intercept the approach? That’s a real sharp left back to the approach. (I’m a PPL and just starting to investigate studying for my IR / AGI / IGI)

Also can I ask a question? When doing the vectors to final approach you still selected on the GTN the approach via STEVV rather than selecting vectors to final. Do you suggest to do that even if on vectors or did you not mean to?

Non-pilot questions: Doesn't the words "expect ILS runway ##xx" also convey that, at this time, you will be landing on the announced runway, but be prepared as the runway could change before final landing clearance? Next question: some of the pilot transmissions ended with "34 hotel" another time he used used "334 hotel" and at least once he read back directions but did not tail end with any format of his call. Is it not customary to tail end all read backs with a full or truncated call, so the approach or tower not only knows that their directions we correctly received, but that the correct aircraft acknowledged them?

When and how to request for a long final ?

After being told by ATC to go direct to STEVV, how you would navigate without GPS since STEVV is not on a VOR radial to the SW (where we were in this example)? Thanks so much!!!

PTAC!!!!!!!!!!!!!!!!! Ohhhhh!!!!!!!!! Im mad now!!!!!! Where was this when I was suffering through my instrument. I CANT THANK YOU ENOUGH FLIGHTINSITE! i CAN'T BELIEVE THIS S@#$.

Fine… I’ll buy

At 5:01, we activated the approach. Why did we not activate vectors to final - since we are to expect vectors to final...?

How would you proceed direct from LEEAH to STEVV without a GPS?

Im a noob and was curious why when first contacting approach you just said "direct Leah" and didn't have to give a location (like "20 miles south at 4000) for example? I though you always had to give your location whenmking contact. Thanks

Sometimes I find Pilot announce "localiser established" to Approach Controller, but in this case he didn't. Should we do that in general?

5:51. Why would ATC give the instruction "left heading 340..." to intercept a 308 degree course if the intercept angle cannot exceed 30 degrees? That would be a 32 degree intercept.

🌟🌟🌟🌟🌟

Wouldn't I be required to report "established"?

05:50

I am not a pilot but, I cannot understand shit when the tower is talking back to the pilot. I do not know why the speak so fast and and the sound is so choppy

Minor detail, you're talking about all this as an IFR flight, but you're squawking VFR...