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Clear Flight
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Приєднався 24 жов 2019
A simplified learning experience for EASA & UK pilots
How to Fly a VOR Approach | EASA & UK Instrument Rating
Join me in the cockpit as I talk through this procedural VOR/DME approach to runway 06 at Charleroi in Belgium.
For everything you need to pass your EASA or UK Instrument Rating and Commercial Pilot Licence tests, see our online courses at www.ClearFlight.co.uk
In this video, we take a look at the VOR/DME approach for Runway 06 at Charleroi in Belgium. We'll cover the approach briefing and demonstrate how to fly this approach down to minima.
This video is a sample taken from our online EASA & UK Instrument Rating Preparation course.
In this video:
0:00 Intro
0:56 Approach Briefing
5:27 Outbound Leg
7:23 Final Approach
DISCLAIMER:
These educational videos are intended for informational purposes only and do not substitute professional flight training. Viewers must not rely solely on these free videos. Always consult with a professional flight instructor for guidance and adhere to the aviation rules & regulations.
For everything you need to pass your EASA or UK Instrument Rating and Commercial Pilot Licence tests, see our online courses at www.ClearFlight.co.uk
In this video, we take a look at the VOR/DME approach for Runway 06 at Charleroi in Belgium. We'll cover the approach briefing and demonstrate how to fly this approach down to minima.
This video is a sample taken from our online EASA & UK Instrument Rating Preparation course.
In this video:
0:00 Intro
0:56 Approach Briefing
5:27 Outbound Leg
7:23 Final Approach
DISCLAIMER:
These educational videos are intended for informational purposes only and do not substitute professional flight training. Viewers must not rely solely on these free videos. Always consult with a professional flight instructor for guidance and adhere to the aviation rules & regulations.
Переглядів: 1 026
Відео
Procedural vs Vectored Approaches | EASA & UK Instrument Rating
Переглядів 4036 місяців тому
Do you know the difference between a procedural and a radar vectored approach? When would you fly each one? For everything you need to pass your EASA or UK Instrument Rating and Commercial Pilot Licence, see our online courses at www.ClearFlight.co.uk In this video, we cover the differences between a procedural approach and a radar vectored approach, using the ILS approach for Runway 10R at Aar...
How to Fly an ILS Approach | EASA & UK Instrument Rating
Переглядів 9197 місяців тому
Here's how to fly an ILS approach down to minimums. For everything you need to pass your EASA or UK Instrument Rating and Commercial Pilot Licence, see our online courses at: www.ClearFlight.co.uk In the last video, I briefed the ILS for Runway 10R at Aarhus in Denmark. Check it out here: ua-cam.com/video/ZGNMkLZxeFw/v-deo.htmlsi=G8TvjlUZFHc86a9K In this video, I fly that ILS approach to minimu...
How to Brief an Instrument Approach | EASA & UK Instrument Rating
Переглядів 1,3 тис.7 місяців тому
Want to know how to brief an instrument approach for your EASA or UK instrument rating? For everything you need to pass your EASA or UK Instrument Rating and Commercial Pilot Licence, see our online courses at www.ClearFlight.co.uk In this video, we take a look at the ILS approach for Runway 10R at Aarhus in Denmark. We'll cover everything on the approach plate and how to brief yourself to be f...
How to Fly a Standard Instrument Departure (SID) | EASA & UK Instrument Rating
Переглядів 15 тис.8 місяців тому
In this video, we look at how to read a Standard Instrument Departures (SID) plate, how to fly the SID and the rules & regulations surrounding instrument departures. For everything you need to pass your EASA or UK Instrument Rating, see our online course at www.ClearFlight.co.uk 0:00 Introduction 1:08 Instrument Departure Plates 4:08 Flying the Departure 10:42 Rules & Regulations for Departures
NDB Tracking | EASA & UK Instrument Rating
Переглядів 2,8 тис.8 місяців тому
In this video, we look at how to use the Automatic Direction Finding (ADF) equipment to intercept and track radials to & from a Non-Directional Beacon (NDB). For everything you need to pass your EASA or UK Instrument Rating, see our online course at www.ClearFlight.co.uk
Basic Instrument Flying | EASA & UK Instrument Rating
Переглядів 2,9 тис.8 місяців тому
In this first video, we look at flying straight & level, climbing, descending and turning on full panel instruments. For everything you need to pass your EASA or UK Instrument Rating, see our online course at www.ClearFlight.co.uk
Aileron Drag & Adverse Aileron Yaw | Principles of Flight | EASA Private Pilot Ground School
Переглядів 6 тис.3 роки тому
An understanding of aileron drag and adverse aileron yaw is essential to the basic control of an aircraft. Here we discuss what pilots should do about adverse aileron yaw and the theory behind it. See our full range of videos in our UK & EASA Private Pilot Online Ground School Course: www.ClearFlight.co.uk
Forces in a Climb | Principles of Flight | EASA Private Pilot Ground School | Climbing
Переглядів 5 тис.3 роки тому
Understanding the forces on an aircraft in a climb can be a challenge - and there's a lot of misconceptions out there. Here we take a look at the forces in a climb and their components. See our full range of videos in our UK & EASA Private Pilot Online Ground School Course: www.ClearFlight.co.uk
Great tutorial. When i learnt IR my idea was: the attitude is my master, then based on what i want to achieve, my primary focus is what i want to stay constant. Example: i want straight and level flight? My goal is to keep altitude and heading constant then. So scan will be attitude, altimeter, attitude, heading. I want to climb? Then my goal is to not let the airspeed drop, to avid a stall, and to keep mantaining my heading. So attitude, speed, attitude, heading. I want to change heading? Then i want to keep my rate of turn and my altitude constant. So attitude, altimeter, attitude, rate of turn. I want to make a climbing turn? Then my goal is not to loose speed on the climb and to keep a constant rate. So attitude,speed, attitude,rate. I ve heard some ppl learning primary and secondary scans by memory. But doing it my way will help u understand why u do it, and it will stick to your mind better :)
Very good vid! ✈️
Great video. Do we not change the gate by the value of single drift?
Hi! Yes, strictly speaking the gate should be adjusted by single drift. However, some schools teach this and some don't. The gate is really just an approximate indication of your position in the hold, rather than a perfect science. So we've left it out of this presentation, which is designed to give you a good basic understanding before heading into your flight training. Your individual flight school will teach you the specifics of how they want you to fly the hold. Hope that helps!
Thanks, very useful :)
I love these videos. While I'm nowhere near Instrument lessons, I plan to complete my PPL, IR(R), Night Rating and possible MEP by the end of the year. I'll then start my studies for the 7 pre-requisite exams prior to IR training. I don't have any real desire to be a CPL and I'm definitely not interested in an ATPL. One thing I really appreciate about this channel is I could *never* find a UK-based channel addressing IR.
And this proves too that it's the engines that make the aircraft take-off.
Great presentation and very useful info!
Really good videos. I am doing my IR(R) currently and these are great. I respect of the Gate, should this be adjusted to reflect the applied drift computation or should it always be calculated as 30 degrees left of teh outbound track on a righthand hold? Thanks again.
Strictly speaking, yes. The gate should be adjusted by the single drift value. Some schools use this, and some schools simply view it as a fixed gate that doesn't change with the wind. Personally, I've always found it simpler to use a fixed gate that isn't adjusted for the wind as it's only a rough indication of your position in the hold and not an exact science. Hope that helps!
Hi when we purchase the course does it have an expiration date and we have to buy again or is it a one time purchase?
Hello, the price includes course access for 1 year. More information can be found on our website: clearflight.co.uk/index.php/courses/instrument-rating-prep-course/ Thanks!
@@ClearFlight1 thanks ❤️
Does that mean the headings on sid are true tracks and not magnetic tracks
Hi, ICAO specifies that all published procedures use degrees magnetic, which is written in ICAO Doc 8168. In this SID, the cockpit heading is magnetic, all VORs are calibrated to magnetic radials and the NDB bearing pointer is simply overlaid on the magnetic heading reference. So everything in this video is a magnetic heading or magnetic track.
Had my first ir simulation yesterday the instructor started yelling at me for not holding the altitude at 6000 😂 without even showme how to basic monitor the instruments thanks for this video ❤
It's a shame that there are instructors like this, especially when there are fantastic instructors and schools out there. If your training continues like that, I suggest you talk to the Head of Training and politely request a different instructor. Best of luck and feel free to ask me any questions along the way!
@ClearFlight1 yeah was gonna do that infact I had second simulator class today and she didn't show up 😭
@ClearFlight1 thanks again ❤
Great Channel! Thanks for another very helpful and nicely explained VOR Procedure. Really Nice video.
A word about strong headwinds on the outbound leg. I will use an exaggerated example to present my point. Assume there is a 30 kts headwind aloft on the outbound leg (there certainly can be). Assume that we fly the hold at an approach or loitering speed of 90 kts TAS (not very realistic, but it makes for a nice example). So for the holding diagram shown the wind is 09030KT. Now consider two outbound timing examples. The rule of thumb says to add 1 sec for each knot. This example is exaggerated, so let us be extra cautious. We add 40 secs to the outbound timing. During the first turn, for one minute, we are moved 0.5NM west. Then during 1:40 outbound with ground speed 60 kts (90 minus 30) we move 1.67NM east. During the turn to inbound track we move 0.5NM west again. This leaves an inbound track of 0.67NM, which at 120 kts ground speed (90 plus 30) is 20 secs. The beauty of this example is that the time for a trip around the pattern totals four minutes (1:00 + 1:40 + 1:00 + 0:20). Say I aim for the standard one minute inbound leg flight time. In this case I will extend the outbound leg timing to three minutes. Let us run through the pattern timings. First turn is 1:00 and moves us 0.5NM west. Outbound for 3:00 moves us 3.0NM east. Second turn is again 1:00 and moves us 0.5NM west. The inbound leg becomes 2.0NM, which takes one minute to fly (at the 120 kts ground speed). The morale of the story is, if you have a strong headwind on the outbound leg, do not cut your outbound travel short, or you might get quite rushed on the inbound leg. In the examples above if you use a strict 1:30 outbound timing, you get 15 secs on the inbound leg. That is not a lot (e.g. if you need to reintercept an inbound track). Also notice from the second timing example, that 30 knots led to a 120 secs increase; that is a 4 secs per knot ratio! What would you do in such a situation? I think it might make sense to see if you can choose a faster speed, but let us say you cannot, how much time would you add to the outbound leg?
Hi, a valid point raised! 2 considerations for your scenario: 1. The hold timing is not required to be 4 minutes. Although it still gets referred to as a "4 minute hold", that hasn't been a requirement for at least 2 decades and I'm not sure when (or in which countries) it was a requirement before then. The 4 minute (nil-wind) hold is really just used as an example for students who are first learning the theory of the hold. ICAO PANS-OPS Doc 8168 simply tells us to adjust the outbound time of 1 minute to account for the wind. It does not tell us how to do that. So you are within your rights to make the outbound timing 3 minutes if you wish, provided you do not leave the hold protected area. 2. The same ICAO doc also tells us to start the outbound timing at the abeam position or wings level, whichever comes later. So in your example, you would finish the outbound turn 0.5nm west of the abeam position. You would then fly straight and level for 30 seconds (at a 60 knot ground speed) before reaching the abeam position, where you would start the 1:30 outbound timing. That would give you 2:00 on the outbound leg in total and is halfway between your two examples. Personally, I would fly the 1:30 outbound time, which starts at the abeam position, but that is not the only way it could be flown. Your example of 3:00 outbound would be another valid technique in those circumstances. Some schools that use slower aircraft teach an outbound time of 1 minute +/- 1.5 seconds per knot of HW/TW to compensate for this. As with almost everything in aviation, there is more than one solution to the problem!
@@ClearFlight1 Ahh, yes, of course, the abeam position rule is what saves the day. Completely slipped my mind. Thank you.
Fantastic presentation very clear, thank you. I just wondered why they were so few likes, then I realised the video was only 1 hour old! The printer is working this very moment to print out your guide.
Thank you! I'll be doing Part 2 next week
1:42 "We can see the procedure starts from the TL NDB". While that indeed seems logical from looking at the map, how do I actually know this is the case (given that all the IAF markings are out west)? Is it the thick black line on the vertical diagram at 2000' that indicates TL (NDB) is the initial point?
That's a good question. There's multiple ways you could fly this procedurally. You could start from the points labelled with IAF (ALINI, RUDOV, GINUB) or the TL NDB. From certain directions, you could also be cleared direct to the intermediate fix MOMZE and skip all the initial approach fixes. Another option that you'll hear a lot of airlines request is "own navigation to the centre fix", which in this case is the waypoint CF10R. The way in which you fly it procedurally is down to where you're arriving from, what you request from ATC and what ATC can accommodate. So there's a lot of options for positioning onto this approach procedurally and, as you say, the one you end up flying comes down to what's logical. Hope that helps!
@@ClearFlight1 interesting, so in reality for the plate you used (in a procedural environment), the full reversal procedure would only be appropriate for arrivals from the east? From all other cardinal directions aircraft would likely position via the other IAFs using RNAV capabilities?
Yes, exactly. The last scenario is if you had a reason to enter the hold first, then the course reversal would be used to fly the procedure from the hold.
Great video, thanks!
Beautiful Presentation! This was really Helpful for me. I am often Hunting around, trying to change everything that's wrong. This is a better "Approach"! Thanks :)
Thank you man
When passing 5500--not 5100.
Perfect. This is a Question in my examination CAT A. What can you to avoid opposite Direction?
Concise and to the point…….i was taught, “push the head, drag the tail”……interesting how sayings change yet are the same. Cheers
Great! Wish it was done on steam guages though
Very good explanation, thank you. I use the heading and altimeter only in combination with the Autopilot. In this exemple it is used as a guide to have a visual point when reaching altitude or heading.
Very clear and comprehensive , the full course looks very interactive, very well done , top marks
Great video. How do you get the little airplane symbol to overlay the Jeppesen chart?
It's just the default ForeFlight setup on my company iPad
Finally somebody talks about this fundamentals. My technique is different in terms of time per value and time to the next secondary instrument check. Much more rapid and frequent in all phases of flight.
Great Job. Regarding the MSA I normally add that the MSA is centered, in this example, 25nm radius from the TL NDB. 🎉
You make the best and clarifying videos. Please don't stop and thank you!
Missed one of the options if there's trouble on departure. Fly along the river valley until problem is sorted out or climbed above msa or crashed 🤣.
Mike, One would need to define trouble. I’m in the US. If it is an emergency, pilot in command can do what he wants to keep the aircraft and souls on board safe. Look to the FAA A.I.M. for guidance.
@@mikewilson2695 I was trying to make a joke, the video said fly along the valley until problem solved OR above MSA. Well, the video didn't cover what happens if the problem is not solved and the plane never makes it to MSA.
@@miketaylor3947 Mike, Ok. No worries! Happy flying! I’m retired. Hung up the headset!
Thanks for the clarification. I was confused between Bank Angle and Turn Rate. Great to know you are monitoring comments and able to respond so quickly.
At 11.10 and often, but not always thereafter, the highlight of the scan target shows heading when the commentary states turn rate. Ideally this will be fixed, but if not go by the commentary rather than the visual highlight.
Hi, thanks for the comment. The turn rate indication on the G1000 is the small magenta bar that extends left/right from the heading indicator, which is what we're trying to highlight when saying "turn rate". Unfortunately, it's difficult to highlight the turn rate indicator on its own without making our highlighting so small it becomes impossible to see. Hope that makes sense!
Excellent demonstration
You forgot the most important force. That diagram really should have MONEY pointing upwards, because when you run out of that all the other forces become zero except weight.
A lovely explanation and great to see the different approaches to controlling adverse yaw in the design of an aircraft. When an aircraft is entering a stall one wing usually drops first and the natural instinct is to add aileron to pull that wing up, but the downward deflection of the control surface increases the effective angle of attack making the situation worse and bad things happen.
Great video. Now imagine doing this being kicked about by turbulence with instruments that wave all over the place as well as an aircraft which isn't stable in roll i.e. wants to bank right or left depending on load and its very very difficult and at first seems impossible.
Superb video! As an ATPL student about to begin my IFR with the G1000 this gives a great inisight into what to expect. And thank you for mentioning the regulations as a good theory reminder. Maybe you should consider shooting an approach into Zürich, Switzerland for the next one 😉 With a complex APP/DEP system consisting of three crossing runways, it’s definitely an interesting one to tackle. Keep up the good work!
10:05 *5500 ft
Good catch 😉
Greetings from the other side of the pound. Can you substitute GPS for the NDBs? Here we can.
Unfortunately, in Europe it's not quite as simple as yes or no... It depends on the country, the operation and the aircraft. Often your company or flight school will have to have a procedure for it written into their Ops Manual if you want to use RNAV substitution. That said, for training and testing the examiner is within their rights to force you to use the ADF during the test as they see fit (and often it's not the examiner's choice either - the aviation authorities often tell the examiners when to allow RNAV substition and when to disallow it).
@@ClearFlight1 does sound a bit complicated. I flew in the UK for several years when I was a USAF pilot, but that was before GPS. I’m an instrument instructor in the US and our FAA puts heavy emphasis on RNAV. NDB are almost entirely gone, and VOR stations are being significantly cut.
@@bombsaway6340Hopefully one day we will catch up. The UK still insists on having RNP approaches (equivalent to RNAV in the US) with the missed approach based on an NDB. Their logic is that your GPS might fail so you have the trusty NDB to back you up!
Very clear and concise. Excellent tutorial. I will need to study this for sure. Its something that we can all overlook at times, as we are keen just to fly off and head for our destination. But of course it is all necessary, even in the flight simulator, as we try to recreate a sense of realism and immersion. Thank you.
Great video! One of the best I’ve come across. I will be saving this one as I will need to review it a few more times for sure. Really appreciate this. Thank you.
What turn rate should you be looking for when in the standard rate turn, even though you highlighted where to look on the hsi as you were turning, I wasn't sure what the turn rate should be.
During instrument flight, turns are typically flown at what's known as "Rate 1", which is 3° per second or 2 minutes to complete a 360° turn. Hope that helps!
@@ClearFlight1 What I didn't see at first was the magenta turn rate line. I didn't notice it at first. Thanks for your response.
Very interesting video. I am waiting the next one. Well done for your job, keep going .
This is absolutely amazing content, will defo recommend it to my peer’s commencing their CPL MEIR journey. Please keep going
Thank you! As long as people find it useful, I will keep making more
Excellent presentation. Thanks
Thank you!
this is such an amazing video. Short, simple, straight to the point. Awesome graphic.
Very clear explanation, couldn't understand what my textbook is trying to say at all
Thank you clear flight for cleaning my doubt.