Firstly, AMAZING channel! You do a superb job of explaining, demonstrating, and pointing out all the nuances that an instructor should. I was in the middle of my CPL training when COVID hit, and I haven't been in the air since January 2020, so I'm knocking the rust off and simming a ton before finally getting back in the saddle. I'm not sure if it would make for an interesting video, but at my home airport of Bowman Field (KLOU) there is a VFR-to-IFR departure procedure called the Air Devil departure. I could be wrong but I don't think it's like a standard ODP. I never got a chance to fly it actual IFR before my last flight following my IFR checkride, but I'd be curious to see if there are any special takes on procedures like this, perhaps if there are other more challenging non-ODP procedures out there?
Thank you for the great videos. I just flew this series in my sim and with slight differences from your charts the flight was great and an excellent learning experience.
You wanna have some real fun, fly the JMAAL THREE Obst dep from PAVD (Valdez) to the ILS Y 26 into PADQ (Kodiak) Alaska. Love your channel, lots of good info!
I really enjoyed the vectoring and the communication aspects of this video. I've gotten to a point where I can keep the needles centered all day long (at least in the sim)but I don't have the context of the rest of the flight. I need to work on that.
Great series!!. These videos have improve my knowledge on ILS landing and showed me what I needed about departures. I practice in my home airport (YPPH) but on short final my planes always turn away in MSFS. I am not sure if it is me or there is an issue with the Sim. I will practice using these instructions and then report to MSFS support if it is not a user error :). thanks again. Keep up the good work.
Can you do a simulation of a missed approach on a tower airport then tower sending you to hold to get back in the approach ? (Perhaps KBFI) Because you are keeping it very real, I would to see the whole communication, transfers and steps to land after the missed approach. I will be starting my IFR rating soon. Thank you.
Great series. How about a video about splitting attention between flying on instruments and other tasks (like setting up avionics and briefing approach plates)? I'm very curious how people do that with no automation in solid IMC.
@@pisymbol Well apparently even airline pilots sometimes flip the airplane over because they don't watch the instruments close enough. A light piston single is not too stable, so if I look down from instruments to brief a plate... I'm very curious about that part of it as a VFR only pilot.
@ALK Hold the plate up to the instrument pannel. If you can see the CDI/Heading Attitude and Altimeter while reading the plate its much easier. Basicly include the plate in your scan as you go section by section briefing it.
@@Jacob-qu8kj So how long would it take to brief a plate like that? Let's say I'm diverting and I'm being assigned an approach that I've never looked at. Would I typically have enough time to brief in that manner?
@ALK 2 to 5 mins: you're diverting, so slow down to your best economy speed if needed to give you extra time so that you can get ahead of the airplane as well as more fuel reserve. If it's a simple T RNAV approach and all you have to do is make sure it's the right plate and its loaded properly into the GPS it's a lot easier, DME arc or some weird missed approach it might take longer. Slow down and ask for a hold if needed.
Ok you have the field insight and cancel IFR. What happens if you have to pass through small clouds that may have you in IMC for even 4 or 5 seconds? I wouldn’t cancel until I was sure of being below all the clouds on the approach.
When I use the phrase “Request ILS runway XX,” the PilotEdge controllers always ask what transition I want to use for the approach. I see in this video that they told you to expect the ILS.
Hey Dan, why did you canel IFR when the field was in sight? IIMC could always happen, whats the benefit of not cancelling it on the ground? just avoiding the risk of forgetting it on an untowerd airport? Greetings from GER, where we don't have these small airfields with IFR :(
Dan, I think it’s a mistake to cancel IFR in the air. Ask yourself this. What if you overshot the runway and had an accident? Nobody is coming to look for you. What if there was something that caused you to go miss and the wx changed at the end of the runway (like a marine layer) and you go back into the clouds. You are not still IFR. It seems foolish to cancel in the air. Cancel on the ground and don’t expose yourself or your passengers to unnecessary risk. There are many more reasons but this is what I learned. I’d rather cancel on the ground and be much safer.
It is definitely not a mistake to cancel in the air. It just all depends. Example: It’s a MVFR day, you break out at 2.5 and there isn’t a cloud in sight. Cancel. If you go missed, you still can do a victory lap around the pattern instead of having to fly the missed (which may put you back in the soup). OR maybe you need to land on a different runway that doesn’t have an approach. Cancel, enter the pattern, land. Remember, forgetting to cancel on the ground has a lot of repercussions to it as well. It’s not as cut and dry as you are selling it or have been taught.
@@pisymbol What if it’s empty airport and you crash on landing…ain’t nobody coming to look for you while you bleed out…it’s happened more than once. I wouldn’t be so confident in your opinion. If you forget to cancel you get a call on your cell phone. I’d rather beg for forgiveness than bleed out b/c I was so confident nothing would happen.
@@gyrokyro That’s why it’s required to have an ELT. It will be activated on impact is something goes wrong. Yes, I understand where your coming from but it’s not that big a deal.
@@gyrokyro Unless you fly somewhere remote, this is not a big deal in the slightest. Cancelling in the air is standard ops for many scenarios. Ask around.
Not much of an IFR flight nor ILS approach U never got into a cloud. Put the cloud deck at Minimums Visibility at 1 mile and tops a FL120. Now you have an IFR flight. Oh add Moderate Turbulence and it more like you'll really be expected to accomplish.
Flying IFR in even light turbulence is challenging enough in a light single. Trying to hold the CDI and altitude without autopilot. Holding an approach plate and trying to brief is like texting and driving. I miss the good old days of flying!
