INSTRUMENT FLYING - THE WAY I FLY IFR - FLIGHT TRAINING - CFII FLYING IN THE CLOUDS TO FLIGHT LESSON
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- Опубліковано 29 тра 2024
- Come along with me as I fly from Auburn Airport to Petaluma under IFR for an approach in actual instrument conditions.
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🎵 Music by Michael Bizar
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📝 Contents
00:00 - Intro
00:41 - Overview
01:41 - Picking up my instrument clearance
03:26 - Is my GPS WAAS-enabled?
04:00 - Can I re-enter the course direct under IFR?
04:38 - Aviate, Navigate, Communicate
05:27 - Navigate with the 5 T’s
06:27 - Communicate - and the 5 A’s
07:51 - Cleared for the RNAV approach
09:56 - Talk out loud - Let your ears cross-check your mouth
11:53 - Wrap-up
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“Talk to yourself” - Yes!
I'm an instrument-rated pilot that hasn't flown in 15 or so years, and prepping for the process of getting back into flying again. I'm finding your channel invaluable for getting caught back up on the knowledge portion of things before I start taking lessons again. Thanks for putting out the great content! One thing that stuck out to me was that I didn't see you brief your missed approach procedures. If there's one thing I remember from all those years ago, it's that. I know it's tough to cram everything you do into a short video, and you may have done it off-camera, but just wanted to point it out for others.
Great video jason. I talk to people about finding that understanding and way to get all the info you need for an approach. You give such good examples and explain things so well. Thanks again for sharing.
Great info. Thanks for the video!!
Great video. Thank you
GREAT thank you sir! Getting closer.
Great presentation. Thanks
Great Flight, even for VFR those are great habits to get into as you build time.
Great video and informative.
Another great training video!
Very nice Jason, thank you definitely excellent procedures and tricks
Wow…so much to learn!
Great video, great advise…
Love to see more of this
Always love your videos… I do miss the previous music you had at the beginning. It had a Carlos Santana vibe that always made me smile.
Literally the very best CFII on the earth, thank you sir for all.
🙏🏻🙏🏻🙌🏻thanks!
This is a great video. Love listening to you teach.
Thanks! 🙌🏻
Great video. Another avenue for checking WAAS is actually to use the GPS Status page in the NAV group (second to last page). "3D DIFF NAV" in the upper right indicates SBAS corrections and WAAS functionality. Less twisting and button pushing than going into AUX & SBAS
Hey Jason, great video and fantastic points when IFR flying. I’d like to record my flying and audio for continuous improvement. How do you record your audio inflight?
Really good video. Thanks for the real life experience. North East is a very intimidating area to fly IFR.
Jason...relevant, informative and value-added content.
🙏🏻🙏🏻🙌🏻
Great video!
Thanks!
Great instructing Jason...aways keeping ahead of the aircraft ...anticipating the next step..
🙏🏻🙌🏻
Hi Jason, first time on your channel. As a very rusty pilot trying to get back into flying, (Comm/Inst SEL), this was a great video, looking for more of the same! Thanks for the content!
Awesome! Welcome - I’m glad you got a lot out of it 🙌🏻
I’m ready for that instrument app!!
Great video - lots of great fundamentals. I need to book you for an IPC!
A few questions: What equipment code do you use for filing ifr in a waas equipped aircraft? Did you file as if you had the required pbn without checking that on the aircraft prior to takeoff? But either way you checked while airborne if you had waas to shoot the appropriate approach to get to minimums?
Can you check for WAAS by looking for a WAAS receiver on the aircraft during the preflight?
I think sometime before my IFR check ride I should try and catch you to get some extra-extra set of eyes on everything before my IFR check out 😀
"Single pilot environment....you have to find redundancy wherever you can". Yikes... that brought this one very fact to my mind.... you are in a single engine Arrow flying in real IMC. No redundancy there... if that engine began to run rough and/or quit... well, I would love to hear your thoughts on such a situation? Love watching your content.
Work the engine to see if you can recover preformance, if you can't in a few moments Declare an emergency early and explain the problem to atc. critically, explain what you need from atc as well. ask for assistance getting to the nearest suitable runway as quickly as possible and advocate for your needs... Fly the aircraft to the destination or the ground, whichever comes first, and hope for the best.
It's relitively unusual for an equipment failure to be first and last cause of an IFR emergency. Usually during the investigation its found that the pilot started struggling with a problem some time before things became catastrophic, but due to them hoping to power through or fix the problem on their own by the time they request help it's too late for atc to get them to the ground safely.
Never fear declaring an emergency and getting help when things start to go wrong.
You are a great CFII after watching this
amazing video sir , I'm EASA ATPL and FAA instructor and still learn so much from you, keep the videos coming and thanks for sharing the knowledge,
Ps, i think you look like Joaquim phoenix ;) tail winds and blue skies
Waaaay back, a retired Air Force sim instructor taught me my most valuable IFR skill. Scan, don't stare. Pick up info from the gauges at a glance.
Hey as a A&P i noticed your fuel pressure in that aircraft is sporatic and junping from low to high. This shouldnt be like that and i would suggest you get that looked at. Best case there is just some debris on the back side of the fuel presure sensor. Worst case impending engine fuel pump failure. Which could cause a engine to fail at high angle of attack with low/minimum fuel state.
Thank you! Wilco
"If I was my own (CF)double-I..." so true we have to think this way.
New vid!
Nailbiter! Actually flying IFR solo in fog is the real deal
Jason, a thought unrelated to this video. Are you familiar with the Cranfield surveys? How about BALPA and BALPA’s recent work regarding System 2 Safety (study things we do right) as complimentary to System 1 Safety (study things we do wrong to avoid) as well as making distinction between Complex and Complicated with introduction to Cynefin. Such either stems from or inspired recent ICAO human factors work. Bet all would make interesting video topics for you while having access to Cranfield surveys both to submit stories and data points and to see what they’ve already found. You can also reference Gary Wong in searches for any of the above.
I am not, thanks for the info
Great tips! Going through Instrument flights now over the hill in Nothern Nevada and great when nice and calm in the am, any tips on flying IFR training in afternoon bumps? that added element of being tossed around with big gains and decreases in altitude due to thermals is really throwing me off. Just feel like I'm constantly chasing the plane for 2-3 hours. Thanks!
Yeah me too, in S. FL.
GBA?
Another great video Jason, thank you. I do have a question though, and this got me going into French Valley a while back. You were cleared DCT JIVLI and did NOT do the PT. However, the chart only says NoPT for the inbound tracks from REBAS and CROIT.
I am guessing you didn’t do the PT because the clearance was DCT JIVLI DCT so the 2nd DCT negated the need for the PT. In my case to French Valley, I didn’t get the 2nd DCT and asked ATC about a PT but they said I didn’t need to do one because of the angle I was coming in…but I couldn’t find anything about that on the plate.
Can you elaborate on why you didn’t do the PT and what other situations, directed or inferred, would allow you to not do the PT?
"After JIVLI, track inbound" = proceed straight-in
Great video. What is the T - Twist supposed to initiate?
Any change in your nav radios
Twist was/is hardest for me to remember because many approaches have the course stay the same from prior to FAF to after FAF. But sometimes the course changes, so this is the reminder that you need to twist in the final approach course… I learned “6 T’s”- Time Turn Throttles Twist Track Talk.
What I’ve learned about RNAV approaches is that don’t count on the LPV to always be available there’s chances that you might only receive LNAV minimums.
Why did you not do the hold at Jivli? I did not see No PT on the chart. Great video! I always learn a lot from your videos.
Cleared straight in and also the intercept was less than 90 degrees.
I was cleared to track straight in
Was wondering the same thing davidaw7814. I heard “cleared for the xxx RNAV” don’t remember “straight in” when did I miss that.
“After Jivli, track in on the rw29 approach, cross at 030, cleared rw29 approach”
track in[bound] and cleared on that approach would be your magic words. He was cleared straight in but needed to maintain 3000 until crossing over jivli.
In most of my ifr experience, I haven’t needed to hold much at all, really ever. Only a handful of times. If I’m coming from an opposite direction, a procedure turn outbound would be necessary but that was about it. The only time I usually hold nowadays is on a published miss when I’m working to stay current. That said, good to practice them because as rare as they are, never know when you’ll be asked to. You can hear the clearance around 8:20
Downside to picking it up in the air is that the approval is based on ATC work load. Maybe your area is different but all around the NY airspace is extremely busy and I’ve heard ATC deny pilots once in the air.
Are you sure those were pre-filed? And not “pop-ups”?
@@TheFinerPoints fair question, Unknown.
I’m confused on your IFR direct point-to-point. The controller said clear Direct XYZ. That means you’re clear from where you are now to XYZ, not as you were filed. It is just like if you were cleared to your fifth enroute point shortly after takeoff, or cleared direct destination just after such. So, unless you displaced from this new line, and such does not appear to be the case in what is portrayed in the video, then what you’re saying about legally needing to re-intercept does not make sense to me. If you were displaced, I’d imagine it was only a tiny bit that still would be within the tolerances for en route nav, so practically you don’t need to re-intercept either as the moment you select direct enter enter, you’re at your maximum deviation. Subsequent travel will continually reduce the error that we’re presuming to be within the tolerances.
Looking at the chart picture, it seems you’re actually saying you need to re-intercept the filed Auburn to Destination, yet the controller had SA to you when he said “Clear Direct” meaning he meant direct from where you are to the point directed.
I’m also unclear on your filed flight plan. Did you file Departure to Destination direct, or did you file to the IAF? While as an aside, I’d recommend filing through IAFs if you have reason to suspect that will be the active approach, the map you showed looked like Departure direct Destination without going through JIVLI. So, when the controller cleared you to the IAF, “direct JIVLI direct…” JIVLI isn’t even on the line to which you’re saying we need to re-intercept. All the more reason that yes, Direct Enter Enter is the only answer.
Consider my event yesterday as example. I was flying KACK to KBED. I filed KACK FREDO KBED as that is commonly cleared while I didn’t want to do the other often cleared KACK LFV KBED. Getting clearance, I was given KACK ACK ACK341 FREDO KBED. On takeoff, I was initially runway heading off 24, then vectored 270 for about three minutes, then vectored 300 for about eight minutes, then cleared Direct KBED. Obviously I wasn’t re-intercepting any of the filed lines and this is the same instruction you were given.
If, however, I had been cleared Direct FREDO, I would have Direct Enter Enter to FREDO. This wouldn’t have happened as that is over a restricted area. What is possible is that they could have given me heading 090 or something similar after a much shorter 300 or perhaps 330 or 360 in between, then they could have given me “Clear FREDO.” Notice the distinction here. No Direct word and with a clearance that stated ACK ACK 341 radial FREDO, this is the case in which they’d expect me to intercept that line being the ACK 341 radial for FREDO. Again, restricted area, they’d have reason to make this distinction. Direct means from present position.
No I was off course, you just can’t see that in the video I guess. I’m definitely not saying to re-intercept the files route. I was off the line I was told to fly and needed to correct
8:50 "Yeah, for sure" Come on surfer boy!!! Talk like a pilot! "Willco!!!"
I'm lovingly giving you grief, but in all seriousness there are times where there are so many planes talking to one controller and it's bam, bam, bam, one after another and I'll end up missing a waypoint because of stuff like that. So Cal is far too busy for a few of those hesitations and I'm sure the Bay Area is no different. In fact the one time I flew over KSFO it was super congested.
You're doing a great job on the videos, I really think cleaning up those comms a bit would benefit us all.
😂busted. Always working to do better with my comms 🙏🏻🙌🏻
Fuel pressure seems to have a PARTY at 3:26 lol
What is jivli?
I’m curious about the controller’s clearance for the approach. I heard him tell you to “track in on the RNAV 29 approach”. Isn’t the correct phraseology “cleared straight-in RNAV 29”?
From your direction of flight it appears that you would be required to fly the hold pattern.
I’d have to replay it but I think what you’re getting at is the controller gave lateral only guidance “track along…” while not yet clearing the full approach with vertical included as you were thinking “cleared…” I believe there was a subsequent “cleared…” for this purpose. As for “… straight-in…” that is only to delete a turn in hold.
The hold would only be required if the intercept to inbound was greater than 90 degrees. In this case it was less.
@@Saml01 then why does Portland approach say “cleared straight-in approach GPS 32” for KIZG when heading to SERPA from the south? Other approaches give sectors on the plate defining NoPT for situations you describe.
@@Saml01 That's not correct. A procedure turn is _required_ if one is depicted on the chart, with some exceptions. One is being cleared straight in or explicitly vectored onto the approach, another is NoPT on the chart (which can have conditions as well). In this case I didn't hear "cleared straight in", so I'd have called and asked.
I am doing IFR self-study right now and this was my exact question. Based on what the controller said, I thought a PT would be required. I appreciate @jeffhiner 's reply saying he would have asked. Makes good sense.
Did you report those bases MSL or AGL?
MSL for base and tops reports
Take time to do the math for AGL while on short final???
@@eds.173 but ceilings are in AGL
With LPV why not maintain 3000 and follow the GS down?
You could. I prefer to capture the GP from the published intercept altitude (old habit from ILS approaches) but you could do it either way
I’d say considering such should be adapted to the conditions of the day. Though this concern gets bigger with MDAs as opposed to DAs. Were you LNAV+V, what would you do? CDFA has advantages though needs a “DDA” applied though Descend and Drive also has advantages while a “Dive and Drive” is an ear appealing misnamed false concern as we’ve forgotten the distinctions between Climb and Zoom and Descend and Dive. Descend means you are stable trimmed likely to “on-speed.” You’re using power as a singular independent variable to control altitude. Dive means you’re trading PE for KE and is what may be considered unstabilized though isn’t what you should be doing on approaches regardless of if you follow the steps or you follow a constant advisory glide path.
@@TheFinerPoints Hi Jason. I enjoyed the video. I really appreciate your methods. I did wonder the same as @Tommmmas, however. Here in Canada there's a push to get everyone using constant descent rate approaches rather than level-offs. Has FAA not done the same? The thinking is to minimize configuration changes in the approach phase. On a 3-deg GP the rate of descent is 317'/nm, or rough rule of thumb 1000'/3nm, and a rate of descent of 5x ground speed will produce a 3-deg descent. So at 3000' passing JIVLI you'd pick up the GP at about 3nm back from ZESEP. In fact the GP will display beyond JIVLI so it's really easy. So I wouldn't descend to 2000' prior to ZESEP only to level off and start another descent. Beyond minimizing config. changes, I'm a big believer that altitude is my friend. Altitude = options.
As a CFII, do you still use minimums? What are they?
In a rental Arrow you have little time with (and no approach AP)??? He'd be pretty damn sporty to take that thing to actual LPV mins single-pilot! There are minimums published on the plate and then there is what you are comfortable with ON THAT FLIGHT WITH THAT EQUIPMENT AND PEOPLE. I'll be he does a full video just on this subject.
@@tedsaylor6016 sorry, I meant to say what are his personal mins before he makes a no go decision and goes to an alternate.
@@tedsaylor6016 you kidding me? You should be able to hand fly to ILS cat 1 and LPV minimums. And you shouldn’t find such to be “sporty.” If you’re not there, either practice more, or as you subsequently alluded to, create conservative personal minima.
@@Nhawthorne9274 if you be a working professional, published mins are your personal mins. Only thing that may change this would be runway length, width, and crosswinds and gust factors applied to these lengths and widths. You may have temporary more conservative personal mins if you are returning from vacation till your proficiency is back up. Note he wasn’t close to mins in this video. Mins are (300-7/8) while ceilings were 700. That’s plenty for a full time CFII.
@@jimallen8186 thank you sir
Why do you need to twist the OBS if it's an RNAV approach?
Only for situational awareness but that’s critical
@@TheFinerPoints gotcha that makes sense! taking my IR checkride end of this month :P
It wasn't the WAAS you had to check, although you certainly want it to be on. But you meant to do the RAIM prediction for your route.
It’s always good to check RAIM but if you have WAAS it’s not a legal requirement
@@TheFinerPoints I was thinking about the "NOTE" section of AIM 5-1-16. It basically says that if you confirm waas coverage for your route then you dont have to perform RAIM prediction. Its weird how it's written. Personally, I dislike that most of the AIM has exceptions for TSO146 equipment instead of that being the default.
Did you get cleared straight in???
Yes
Very good video, and I appreciate your methods and tips. Subscribed. One minor point - abbreviate your call sign on the radio. Especially on ctaf. It's 700 ocst - no need to tell traffic your altitude. Save your brain. My 2c.
From a FB post:
Picking up Clearance in the Air
We IFR pilots sometimes discus the pros and cons of picking up clearances in the air. Yesterday I heard an interesting interaction while online with Philly approach. There were scattered but significant storms in the area, so they were dealing with lots of deviations etc.
A Pilatus comes online and announces that they are climbing VFR and looking to pick up their IFR clearance. The controller was clearly not pleased with this request and told the Pilatus pilot that he should’ve picked up his clearance on the ground. It was a very busy time, so it was not easy to accommodate. Then he simply said, “say intentions”. In other words, he was saying I’m not going to give you your clearance, so what are you going to do! He let the pilot think about this for a while, which seemed like an interesting tactic to really drive home the point this guy was not quite as clever as he thought he was. I don’t remember the exact language, but the controller implied also that it was clear this guy was trying to avoid some ground-based delays.
The controller soon came back and gave him some advice about perhaps contacting some other controllers to get his clearance. He said good luck. So he did help him in the end, and he was relatively nice about it at that point.
Anyway, for me, this was a good lesson, hearing the controller side of things. I know you can pick up your clearance in the air if you really have to, but this underscored for me that whenever possible, you should always pick up your clearance and release on the ground.
Coincidentally, I had recently called my local clearance delivery (McGuire in New Jersey) to ask about picking up clearances in the air, as I depart from an uncontrolled field (N12). After some discussion, it was clear to me that he was basically saying “why don’t you please always just follow the normal procedure and pick it up on the ground, as I can assure you that anything else can cause trouble for us and for you. “
My question is why didn’t you check if the plane had WAAS before you rented it instead of in the air? Was their another option if you didn’t have WAAS? I am a student pilot so just learning.
Even if the plane is equipped, you can't know if the WAAS is available until the GPS boots up, anyway, or if the database is up to date. Even then, RAIM integrity could still be downgraded en route, even if it's not predicted to drop or be unavailable. He admits he should have checked WAAS on the ground before departure, but correctly demonstrated it in the air while VMC.
It was an oversight because I departed VFR. The other option would have been to fly to LNAV minimums and hope I saw the runway.
He forgot to give layer hights.
Love it, old school, real pilots don’t fly glass.