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It was my first PPLIR conference and definitely not the last one! Looking forward to the next one and to see you all again.

Great content as always! It was a pleasure to meet you in Hamburg 🙂

It’s generous of Timothy to credit me as I suspect for many this is common sense and they may do it instinctively anyway. If you have a track pointer, you can easily see drift at all times being just the difference between track and heading. Knowing you need 3x that for the outbound leg in the hold you just need difference between heading and course to be 3x drift. Since, when we are flying on instruments, our IQ is divided by three, it’s easier (at least for me) just to visualise this rather than doing the sums, by adding the 1x drift I can see between heading and track to the 2x I can see between track and course, and there’s your 1/3rd to 2/3rds ratio.

Another nice video for consolidating real-world knowledge. The Henry Hunter technique is going to take a few repeat viewings before I get it though... 🤔

for the henry hunter holds - great tip. How fast were you flying that hold. Manual calculation for 120knots says wca=15 so triple would be 45 degree. I am assuming the wind is 20knots from 005 from the glass display for my calculation. You are showing triple as being 24 so wca = 8. Are you flying at 240knots

When around 11:33 you say "while still remaining outside of controlled airspace" you mean an airspace for which you need a clearance, it doesn't apply to E airspace, correct?

What happens if a delayed CTOT means that I'll miss my arrival airport slot? Should I get a new airport slot (which may be impossible on a short timescale) and amend the flight plan or just hope that nobody will complain at my destination?

An IAP approach slot that comes to mind is EDAZ Schönhagen, south of Berlin's main airport EDDB. The slot is there not due to capacity of EDAZ, but due to workload of the EDDB approach controller. Apparantely they can only handle 1 approach to EDAZ every 30 minutes. I had an issue once flying there where the EDDB approach controller wanted to "drop me" out of CAS while approaching EDAZ due to some misunderstanding on their side regarding my approach slot. I had to remain assertive, "negative, I have an approach slot and wish to stay IFR and fly my approach". After some grunting they finally approved my approach.

Very useful video, Timothy. I used to fly GA IFR in the UK but am now based in Germany. Have to say I miss the UK system as it provides the pilot with much more freedom. Germany forbidding IFR outside controlled airspace is conducent to dangerous situations in my opinion. Also the risk of being reported for illegal IMC flying is not to be dismissed. Every German is a policeman at heart, many love telling others off and pointing out their mistakes, particularly in aviation! So I would try to avoid it or at the very least not make it obviously evident to third parties... BTW: The Bremen dct to DWxxx is very common. I've flown to Bremen a lot and have NEVER flown the normal "STAR", it's always been a dct to one of the transition waypoints.

Glad you found the video useful, we enjoy making them. If my memory serves me, at the PPL/IR Europe annual conference this year, Foreflight presented a number of excellent training sessions, this feedback was given and they have passed it back to the development team.

Another really useful video - thanks so much for this down-to-earth series. Does anyone have an 'in' with Foreflight, and could get them to look into adding a 'freeze' facility? This summer I had slots - changing multiple times - going to Spain and back from the UK, and they almost caused a divorce because of the resultant rush...

Thanks Timothy, a really useful reminder for the different scenarios. After doing most flying from a connected airport (EGGP) it's very confusing when leaving from a smaller, unconnected airfield. It's always a lottery getting to speak to London Information!

thanks

Thanks, very helpful video.