Відео

Great tutorial, thanks for the detail!!

Thank you very much!!

Doesn't it snag when it's hooked on your rollaboard wheel it through the aisle? Thanks.

Clumsy. ATC should be computerized and autopilot should be runway to runway.

Very informative and well done, but I do have a question. It seems like videos on this topic steer clear of IFR. Is there a particular reason to avoid IFR and stay in VFR rules in Canada? Said another way, is VFR flight recommended in Canada - even for a GA pilot who usually flies cross-country IFR in the U.S.? It seems like it would reduce the risk of running afoul of Canadian airspace differences and generally be safer. Thoughts? Thanks again…

Thank you for this!

Excellent video, I too have watched and searched for explanations and this is by far the best video on this topic yet. Keep up the great work.

Just found this video, great views and memories of doing this trip in 2004. Thanks.

super super helpful!!!!!!!

Very informative. I’m planning a flight to Montreal in a couple of months.

Best, best ever, I will keep watching till there is no tomorrow, seriously great presentation

does this bag have a sleeve to slide over the handle of a rolling suitcase?

Thanx a lot. Very useful video. 👍

Excellent

Does this bag fit under a seat if deadheading?

❤ excellent exclamation of a difficult subject… Thanks

Watched a few of these g1000 explainers. This is by far the best. It is still very dense, and nothing replaces practices, but the way you peel the onion layers didactically is amazing. So much hward work, and only 27 comments. Thanks so much man!!

Amazing!

Thank you so much James for doing all these awesome videos. Appreciate your hard work :)

Great video. You are an excellent teacher.

Would you share the PowerPoint?

Thanks for the excellent training video.

Fantastic presentation! Thank you!

This is a wonderful video. on the slide "types of G100 Vertical Guidance" you make reference to the advisory glidepath (+V) and state that this is only available on LNAV and LP approaches with published Vertical Descent Angle (VDA). My question is that VDA is shown on FAA approach plates by the angle symbol on the profile view. The "v" is a different concept -- visual descent point. If I understand you correctly, the advisory glidepath should be available if the VDA is shown in profile view even if there is no VDP shown by a bold "v." For example, look at RNAV (GPS) RWY 29 into KLLR. This has an LP approach and a VDA of 3.5 degrees but no VDP. I should get +V on this approach. Is this correct?

Great video! Recommended for any US pilots flying to Canada first time or as a refresher.

Incredibly helpful and informative video, well done!

Very good tutorial……if like me don’t have VNAV (unfortunately) then got use old school…..don’t descend below LSALT for the route or when within 25nm MSA descend and manoeuvre as required not below MSA then use,for 3 deg GP, rule of thumb, GS x 5 for your VS from where the GP commences……..arm the App when cleared to couple to Glide slope……..VNAV is so much better but hey old school works!

Please do more of these. Most helpful practice I’ve found yet. Thank you!

Great video, thank you very much! Exactly what I'm looking to practice!

It seems almost impossible to comprehend especially when you get behind the 8-ball and have a ton of changes coming at you 🤪

Thanks so much this help a lot

VERY helpful. I am flying VATSIM and this is invaluable! Thanks for the great help.

Your video is probably the best I have seen on youtube. You kept the pace nice and easy. You showed all notes. The details were simply incredible and the example was really very good and appropriate. Of course, your teaching style was really great. I hope to see more video tutorials from you. Thank you.

Hey captain nice video, I tried to perform your 28L RNAV approach but I can't see the GP or any GS even the TOD it's like my current VNV profile is blank and I have been trying to figure out why I can't see any GP or GS in my RNAV approaches outside of this case. Can you help me figure out what's going on?

Would a slip be a way to quickly kill your airspeed?

Great Video James! Are those Simulators that you are using for this video the Garmin PC Simulator? or some other brand?

Great video I had an approach like this happen to me and was nearly at full power due to headwinds are ground speed was only 80kts or so I ended up going missed but learned valuable lesson that if there’s a heavy behind me and closing to rapidly I’d take a lap in hold or pattern for spacing if possible

Nice video, and a good analysis....but he didn't say "Best Forward Speed to the numbers" He said "Best forward speed to AXMUL", the FAF. that's plenty of time to slow down and get on the glide path. No need to cross the numbers at 120KIA. (But a good job touching down). Your premise is false.

This is super helpful thank you!

Great job - priceless practice! One small issue: the clearance from Palo Alto to Modesto @ 1:15 - the Assigned Altitude is 3000, expect 5000 / 10 minutes after departure… You write, 3000/ ex 5000/ 5 mins… 😊

You should make the approach at the highest speed that you can safely select the first flap setting. At or near the final approach fix you should select the final planned flap speed. If you are not comfortable to fly with the big planes, then you should select other airports. If your flying a twin engine, ATC expects it is piloted by a professional. Small GA airplanes are not a good match at large airports.

I fly a Cessna Caravan and flaps 10 can be put out at VNE.

Great practice!

This video is the first time I hear the term "best FORWARD speed"!

Yes I have. I flew a Fokker 50 into Heathrow and was asked to keep to my speed up. So I did. Then they asked me to SLOW UP. I’ve also been asked to reduce to minimum and I did. So, you’ve guessed it, I told to speed up. Had they asked I could have given a speed between 100 and 180 knots until 500’.

Nice explanation, new sub. Some airplanes are better at this than others. Cessnas like to float, some are very slippery, while others bleed off speed quickly, experimentation is key.

Let’s think about this some more. Your clearance was best forward to AKMO(?) which I presume is the MM - this would be a standard ATC clearance. It’s at that point that you are expected to transition to your normal speed - which should plenty of room for your Cessna. Best Forward implies what is structurally and operationally safe for YOU. If that should be just 90kias no problem, just advise ATC so they can adjust accordingly, ….. don’t hang it out just to suit ATC or play like the big boys. Flying 140kt approach is poor headwork as your CXXX is likely to be very twitchy and you’re not proficient at those speeds. If you were to inadvertently touch down at that speed you might even exceed your max tire speed. I would reconsider that kind of practice. Btw, (GrdSpd/2)x100 is a good approximation of required 3deg descent rate. Ex. (140kGS/2)x100 = 700fpm ROD

Not sure I follow this. The ATC wants you to maintain forward speed until FAF, but typically once you get to the FAF they expect you’ll fly a normal approach. Why would you be concerned about high airspeed on touchdown when you have plenty of time during the approach to get your airspeed down to normal approach speeds?

While that is probably subjective, you're pacing is perfect for an educational video. From the way you speak, to how you input examples or explanations. Such a well done video!

Good info. New sub