As a CFII (as well as a professional corporate pilot ), these video seminars are truly excellent. I would suggest holds and arcs for future topic material
@@Boldmethod I concur; With an interest in how the person whom is not by nature attracted to machinery and equipment relies; *Seems to rely* on _push button automation_ rather than what is way too easily mistaken «decisions» based on feel • The recent disaster event which is getting flurry of non-informed work seems to be they were reading the manual when they should have been flying the air-frame
Instead of overshooting the VOR to intercept the outbound course, why not execute a PT such as a teardrop at the VOR in order to stay inside the protected area of the published hold? @27:20 Also, isn’t it depicted as a required PT at the VOR?
Great Video, ran this approach in the msfs2020 sim many times, a lot of fun and you learn a lot. Question, I've tried this approach without the use of my GPS, simply using VOR headings. But how would a pilot know how far he is from this runway, in this example its Runway 17. Using VOR/DME its tells me when I'm 4 miles "From the actual VOR itself" not the runway. This messed up a few of my approaches because I started my 4 mile adding flaps and gear down and I came in too high and fast. When I did it again using GPS, that was accurate, it told me I was exactly 4 miles from runway 17 and I was able to coordinate slowing he plane altitude and speed successfully. Just wonder how did pilots do this in bad weather without GPS?
*these videos are amazing, and some of my favorites for studying. Was so confused about completing a Procedure Turn on my lesson 2 days ago, but this video is making me feel ready for tonight to try it all again! thank you* :)
Interestingly enough, for the Kalispell ILS approach, a NOTAM lists the NDB as out of service. So you'd have to use RNAV or DME to know when you reach the start of the PT.
Jeezzz if they bother you don't use them. The short answer is that the FAA assumes someone somewhere still has the old equipment and can use the old approaches. They have plenty of incentive to decommission older navaids. Having your instructor give you DME approaches when you have a GNS 430 or similar is another problem. PS the authors of this video have a good page on the subject: www.boldmethod.com/learn-to-fly/navigation/the-faa-is-shutting-down-308-vors/
@@asfalling4534 So your car is rolling along and you step on the brakes to stop from hitting a car in front of you. The brakes don't work. What do you do? What's your backup?
@@scottfranco1962 I don't fly, so I don't use them. Should the FAA be basing its design of the air system based on what somebody used to use 50 or 100 years ago? Seems backward.
@@markhathaway9456 This statement seems to conflict with your last statement about backup (as in VOR is backup for GPS). Anyways, yes, the FAA VOR system is around 50 years old. I don't think the majority of airlines use nor much care about the GPS system, even now. They don't have to. Airliners fly airways defined by VORs, and land using ILS systems. The FAA cares far more about airliners than us FLIBs. The article I cited above giving the criteria for keeping VORs dovetails nicely with the continued support of airline VOR service, so its going to be around for a while.
Studying this in August 2021 - has SAK NDB been decommissioned since the making of this video? I could not find it on the ILS/LOC 02 at KGPI any more (~46:00)
Can you look at the VOR 15 into KMKT? Let's say you're coming in from the NE at 3500 ft, and you cross the VOR (which is the IAF). Even though there is a holding pattern over the VOR, from this video I would assume you would only need to start a turn outbound to start the procedure turn, and you could completely ignore making any holding entry maneuvers? This also assumes you're flying with just traditional VOR equipment, and for training purposes, this scenario disregards the more likely scenario of vectors to final from ATC. Also, you said as soon as you cross the PT fix, which in this case is the MKT VOR, you're immediately offered protection (even if you're not on the protected side. Where can you find these protection limits?
They'l most often clear you to an intermediate fix with a crossing altitude and tell you to expect vectors where you'll be put on a 30° intercept to final. And I would not give credit for a holding pattern for currency by way of executing a procedure turn. We need to see timing standard rate turns proficiency demonstrated as well as knowledge of a proper entry. I did not hear an answer to the entry to a DEM arc at places other than defined fixes. I'm thinking maybe not if there are varying safe altitudes in the sector and that you would ask for vectors instead to the intermediate fix
Those marker beacons are disappearing fast. I can't find any on local approaches anymore. Kinda sad.... I miss the beep beep beep on approaches, its like finding an old friend.
First of all thanks for your excellent videos and explanations. Truly helpful and clear! I would like to ask a question about this particular video at 27:11! When you show as an example the entry on the procedure from roughly track 142M, in Europe I believe we cannot do what you have drawn. (please, correct me if I'm wrong...). Because in this case we are not approaching the VOR through the direct entry area for procedure turns (in accordance with ICAO 8168 Vol 1, would be 30 degrees each side of the outbound track which in turn would be between tracks 016-30 = 346 and 016+30 = 046). In this case we would have to entry the holding which assuming you have drawn track 142, we can choose teardrop or parallel, and only then we can proceed to the outbound track. Would you agree with this, or is this something that is not applicable in the US ? Many thanks.
That tricky question about getting blown out by wind presents such an odd situation: how do you know you’re too far out: GPS/DME, which means you’ve had GPS/DME to fly the PT, which means you would have used it to start the PT in the first place.
Love this video, but I have a question at 30:37. The chart says to turn at 10 NM from VOR. In the video it turns at 8,2 DME. Is that correct procedure, or should you go further out?
I wish we could have picked a different VOR. My patriotic brain is twitching every time I hear "liberal"...hahaha I wonder if the taxpayer is going to pay for my flight training?1 Oh, thats right, they are doing away with flying for the peasants. ;)
