I can't express how much I appreciate your videos. In 2 years, I've completed 4 ratings and now working on my CFI and just now discovered your channel. I will recommend your course to all my students and wish I would have known this was available during my training. Thank you for such excellent work! Please keep adding more content, I'll watch every video!!
Gonna give my private checkride soon and watching these makes me somewhat amped to get my instrument after hahah. It's great how useful IFR flight can be as it's way more planned out and procedural
Excellent review. Great stuff. One reminder: when given descend except maintain clearance one must adhere to ALL OTHER altitude crossing restrictions prior to hitting the assigned altitude. Seems obvious but don’t blow thru the other altitudes to get down.
Wow..you are simply the best trainer. The clarity of the subject, the visuals you have created to simplify learning and a very soothing voice of it all make these best videos in aviation training. Thank you for everything you are doing here. Merry Christmas and a happy new year to you and all you Aviation enthusiasts.
Amazing graphic and animation to better illustrate what's going on with the very complicated chart for someone who just started reading charts. Very useful for even a flight simmer.
Just to express how amazing this guy is as a teacher, I have yet to attend a SINGLE ground school class and have no formal/informal training with simulators and not only understood the entire video but even learnt what the jargon I usually hear pilots saying in videos when requesting landing descent & clearance AND the maps. Feel like I'm unlocking a whole new world 😅!The first thing I'll do when I start my classes is join your course. You're amazing! 👏👏👏
Totally agree! As I watched the video, I was stunned by how clear and concise his explanation was. So understandable!!! The best instruction I've seen, and I've spent a lot of time watching instructional videos. Amazing. Thank you so much for the time and effort you put into your content!!! Greatly appreciated.
12:25 one thing that was not mentioned here, you MUST still follow any speed restrictions on the star. Although I have never heard this clearance in real life.
Your teaching style is simply amazing. The way you re-arrange the charts to make sense of the illustrations is wonderful, making for easy understanding. How do I sign up for your course? Am currently on my nailing me IR ticket. Thanks for the video. 🙏🏻
The last published speed on a STAR will be maintained by the aircraft until ATC deletes it, assigns a new speed, issues a vector, assigns a direct route or issues an approach clearance.
Thank you for your concise explanation. I have a question regarding being “descend via”. In your example using the MADEE FOUR arrival, lets say ATC clears you to descend via, and you set 2000 for YAANO. After crossing say waypoint EVRTT, ATC says, “Due to conflicting traffic turn left heading 290, once c;ear of the traffic I’ll turn you back to resume the STAR”. What altitude do you descend to now? From a safety perspective, I would think to change the 2000 set in the altitude window to 14,000 and remain and remain at 14,000 till re-established on the published track before descending further. Is that correct? Can you kindly direct me to a source where I could find the proper procedure, please? Thanks in advance.
Jesus fricking Christ Humans are a species with amnesia ✅ Star forts ,star money ,star descending Open= O= ⭕️A circle Pen= pentagram And your children go to school to open up spells they call spelling 🐑🥜
NO!!! The 280K speed restriction KSETT continues through all waypoints beyond KSETT until the next published speed restriction or the 91.117 speed limit. Please refer to the AIM
Exactly correct. In fact the speeds ARE mandatory regardless of a descend via clearance. The speed also is an assigned speed until a new assignment. Or FAR(ie below 10,000’)
Great video. One note: ATC will expect you to maintain the last speed restriction on the arrival until the next reduction described on the chart (250@10 notwithstanding). Increasing speed after complying with the 280 knots at the prescribed fix in this example would not be anticipated or appreciated by ATC. Mostly a turbojet issue but If you need to speed up to get down, communicate that with the controller. Keep up the great content!
When someone says you don't know how good you are at what you do...I am telling you. You are good at what you are doing. As Einstein said, If you can't explain it simply you don't understand it well enough. Job well done explaining the complexities involved following IFR procedures. Thank you for the info and effort you put into this.
Well done! There's a wisdom in my country: "The maker of a teacher is a master"! I have bought your IFR ground school and I'm enjoying every single second. Thanks :)
Amazing videos! What a visual treat which greatly helps in the understanding of the subject. You are doing a great service to the Aviation community. Keep it going and Thanks a lot.
I dont think I’ve ever commented on a RU-vid video. But man having my checkride tomorrow morning your videos are the best guides out on RU-vid. Thanks for the amazing videos and making me a better pilot. Cheers
Amazing. Thank you so much for the time and effort you put into your content!!! Greatly appreciated. As I watched the video, I was stunned by how clear and concise your explanation was. So understandable!!! The best instruction I've seen, and I've spent a lot of time watching instructional videos. Subscribed and looking forward to more of your excellent content!
You can’t speed back up once the star slows you. Maintain last assigned airspeed until slowed by ATC, the star, or you go below 10,000. Also, it is very common to slow down while descending.
Great stuff but I have a question about a real life situation. I'll apply the question to the Bellingham example just to make it simple. Imagine your original clearance was to the airport with a Descend Via, landing North instruction. There is a tremendous amount of radio traffic (like you might get going into KLAX) and, when you get to TUBTY, you have still not received an approach clearance. Your radio has not failed, it's just that the controller has apparently been too busy with all the traffic he's handling. You're doing 210 KIAS and are at 3500' and you're crossing TUBTY. Now what do you do next?
So with this, lets say you are flying a STAR that has a crossing restriction at 12000 but your aircraft is not capable of flying at that altitude, would you be able to file for the STAR or accept it if given it since equipment is unable? this is the one thing that still confuses me with IFR training
"You can't lose altitude and slow down at the same time" ... Wat?? What about spoiler/speedbrakes? I seem to be able to do this fine in the flight sims unless they aren't realistic.
They are, and you can, up to an extent. Even in the sim though I think you'd have a tough time making a a speed restriction if you had to drop 10 000 feet in 15 miles. Maybe a clearer way of saying this would have been, you can't give up airspeed without holding onto more altitude, or vise versa. Hope that makes sense!
Excellent explanation! I'm not a real life pilot nor am I training to be but I've recently been enjoying flight simulators and aim to join the vatsim network and fly as realistically as possible following real life procedures. I've been studying charts using navigraph and trying to learn the lingo. I like the way you broke down each segment of the ATC responses/instructions and clearly explained them. Most other videos I have watched brush over this when explaining charts and leave many unanswered questions. I think I may actually get it now haha! A few weeks practicing these procedures and I'll be on vatsim in no time ;) Would love to see a video on fuel and how to calculate how much fuel is required based on your overall weight, distance and alternatives. I've tried doing this with the C172 Skyhawk but I also run software that allows you to take cargo jobs within the sim and because the aircraft has had the seats removed for cargo the weight etc doesn't align with the actual manufacturers performance data. Would be good to see an explanation of zero fuel weight, usable fuel weight and all the other weight specifications :)
That visual you made for this video is so unbelievably helpful and made everything click. I understood the concept before, but just from memory. now I have a full comprehension of the concept. Thank you for taking the time to make these videos! Terrific job!
YOURS GENIUS , I WASTE A,LOT TIME INTENTED UNDERSTAND HOLDING PROCEDURE AND WITH YOUR EXPLANATION I FEEL BETTER. I LISTEN THREE TIME BUT IS OK OK OK . THANKS . RUBEN FROM PUERTO RICO USA
I can only echo what everyone else has said. These videos are a godsend, and so easy to follow. They demystify the black art of navigation. I am a visual learner so these are my bread and butter.
So is a STAR actually a type of Terminal Arrival Area (TAA)? I get the textual description of a TAA but I have no idea what it is... just an area... to go from enroute to an approach but... what does it look like?
A TAA is. Designated wedge of airspace you can maneuver in to get conveniently aligned for an RNAV approach. Its small. A STAR is meant to give a routine way for jets to get from the en route structure (think airliner cruising altitudes) to the instrument approach procedure. STARs are hence usually into large cities with large commercial airports and often start a hundred miles away.
Do you have a video that shows how to adjust your altimeter. For example your deporting attitude is 1200 feet in your arrival altitude is 4000 feet. I tried a lot of different ways but can’t seem to get the out to correct an adjustment thanks
