Good video. It is a good idea you had, about a video about the Nav aids, and perhaps also approaches. There are so much abbreviations out there, for a beginning simpilot it can be hard to keep track of it. You have RNP, RNAV, ILS and VOR, NDB, DME, etc. Perhaps it is an idea to group it into approach types + nav aids, so that every Jeppesen chart + approach can be understood in that framework. Because sometimes things also mean the same (synonym), which is confusing. Thanks again for you effort in making these good videos, very informative.
Hey captain. I am finishing my training and will be applying for an airline that operates the 737 and i could be having a simulator assessment very soon. I have a question. Why do you launch the timer in the outbound leg while abeam the station but also lauch it again at the start of the inbound course? Is it not easier to just lauch the timer once while abeam the station to figure out if you are doing the exact 4 minuts of holding and then apply the correction in the next hold? For instance if the first hold is 4:10 you then apply half of the extra time in the outbound leg of the next hold? Meaning it would be 0:55 instead of 1 minute? Im little experienced so im allways trying to learn new things and improve. i didn't understand the technique used here hence why im asking. Also keep doing these types of videos they are great
Hi Joel, on the outbound leg I use the timer to time when to start my inbound turn, on the inbound leg to check how well my outbound leg was flown. You won't fly exact 4 minute holdings at speeds of more than 180kt TAS (unless you exceed 25 degrees angle of bank) since you won't be able to do a standard rate turn anymore at those speeds without excessive bank. Your 4 minute idea would work only in a slow aircraft like those typically used in flight school, but not on faster jets. Even in slower aircraft however in order for the outbound leg to be correctly timed you'd need to fly a perfect outbound turn after passing the fix since otherwise your inbound turn would start at an incorrect timing. In theory your idea works well, however in practical flying - where you just aren't as accurate as in theory - I can see some weaknesses in it. However: I'd recommend you to use the technique you learned in flight school for your assessment. Don't try to reinvent the wheel. After all they want to see that you do something with a plan in mind and if they ask for some deatils of that plan I foudn it to work easiest if you just do what you learned in professional aviation over when a youtuber has shown you somewhere as it's easy to forget some details when you're under pressure in the actual assessment.
Very helpful especially for those who are prepararing an assessment! thank you so much! One of the best channels on UA-cam
Thank you so much Alexander!
Tomorrow my thrustmaster boeing yoke will arrive, after half a year of saving up its finally happening
Thank you very much Captain,
This is exactly part of my upcoming Simulator Assessment.
Good video. It is a good idea you had, about a video about the Nav aids, and perhaps also approaches. There are so much abbreviations out there, for a beginning simpilot it can be hard to keep track of it. You have RNP, RNAV, ILS and VOR, NDB, DME, etc. Perhaps it is an idea to group it into approach types + nav aids, so that every Jeppesen chart + approach can be understood in that framework. Because sometimes things also mean the same (synonym), which is confusing. Thanks again for you effort in making these good videos, very informative.
This video is very helpful. Thank you captain
Thanks man , fantastic video !
My pleasure!
Thanks for the video. Do you have a indicator for the standard rate turn or do you just use 15% of the TAS?
There’s no indicator since you normally fly at speeds where standard rate turns get replaced by 25 degrees bank.
TAS/10+7 is easiest.
Great
Hey captain. I am finishing my training and will be applying for an airline that operates the 737 and i could be having a simulator assessment very soon.
I have a question.
Why do you launch the timer in the outbound leg while abeam the station but also lauch it again at the start of the inbound course? Is it not easier to just lauch the timer once while abeam the station to figure out if you are doing the exact 4 minuts of holding and then apply the correction in the next hold? For instance if the first hold is 4:10 you then apply half of the extra time in the outbound leg of the next hold? Meaning it would be 0:55 instead of 1 minute?
Im little experienced so im allways trying to learn new things and improve. i didn't understand the technique used here hence why im asking.
Also keep doing these types of videos they are great
Hi Joel,
on the outbound leg I use the timer to time when to start my inbound turn, on the inbound leg to check how well my outbound leg was flown.
You won't fly exact 4 minute holdings at speeds of more than 180kt TAS (unless you exceed 25 degrees angle of bank) since you won't be able to do a standard rate turn anymore at those speeds without excessive bank.
Your 4 minute idea would work only in a slow aircraft like those typically used in flight school, but not on faster jets. Even in slower aircraft however in order for the outbound leg to be correctly timed you'd need to fly a perfect outbound turn after passing the fix since otherwise your inbound turn would start at an incorrect timing. In theory your idea works well, however in practical flying - where you just aren't as accurate as in theory - I can see some weaknesses in it.
However: I'd recommend you to use the technique you learned in flight school for your assessment. Don't try to reinvent the wheel. After all they want to see that you do something with a plan in mind and if they ask for some deatils of that plan I foudn it to work easiest if you just do what you learned in professional aviation over when a youtuber has shown you somewhere as it's easy to forget some details when you're under pressure in the actual assessment.
@@A330Driver Perfect explanation thank you so much for taking the time to give me a detailed answer. I hope we fly together someday!
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