Take this Quiz to see if you can fly an RNAV Approach | Reading Instrument Approach Plates
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- Опубліковано 18 тра 2023
- Can you fly the RNAV 15 into Santa Fe, New Mexico (KSAF)? Take this five question video quiz and see how you do!
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Great stuff mixing the video with a quiz! More videos like this please 😊
As a flight insight IFR ground school graduate, I'm happy to say that I got all of them right
This is a terrific teaching format. 2/5
One would think you’d give this a better rating if you found it terrific 😅
I absolutely agree. This guy teaches and after all I know less than before ..
@@johnthompson5741he got 2/5 right genius
3:46 - I realize you address this in your explanation, but it's worth noting that it would be a mistake from the controller to not assign an altitude with this clearance. The only time controllers can omit an altitude is if an aircraft is already established on the approach when the clearance is given.
If I was given this clearance, I would consider calling back and asking what altitude they want me at. And probably ask for the straight in while I'm at it.
He did assign altitude. Basically 12K till established on the approach which at this point you can descend to 10k. Had this all the time during my instrument training.
Got a 4/5!!! Would love to see more of these!!!
PLEASE look at your WAAS GPS for which approach performance you're going to get. For that question, you gave two correct answers... the LNAV may be annunciated and you can't use LPV minimums with that annunciation.
Exactly! This is a gotcha
This content is absolutely valuable! Y’all do an amazing job explaining IFR procedures… Much appreciated! QUESTION: Will you guys ever do an example video of a Mock IFR Oral? Or do you have one that can be purchased through FlightInSight?
Love this. Would love to see a quiz on ILS/RNAV and VOR Approaches.. When and Why to press APR or VNAV etc.. Thank you!
This is great! Like the BoldMethod quizzes but in video format
3/5. In the 3rd one, after KARSE I'd go straight in.
And first one I got wrong as well.
What a fantastic format to try! Well executed and includes your teaching style we all appreciate. Nicely done.
This was seriously so awesome. Thank you! 😃
Loved the questions and pausing to let us think about it, while after breaking it down. 4/5 right (That last one was tricky) and even the ones I nailed, the explanation really helped solidify the reasoning I was thinking. More please! :)
Another great video. Thanks!
Another great video thanks!
Please more vids like this. I’m in instrument training rn and this was very helpful. I got 2/5 but not for the reasons u explained lol so technically kinda got them all wrong
very good. love the quizes! 3/5
Thank you very much! 2/5, need to study some more!
Awesome content!
Loved this video! 5/5 correct!
Loved it
Excellent presentation. Thanks
I liked this, 4/5. Missed the "No PT" note on #2
Awesome format. I have much to learn
Flying in Europe, I took your test and still got several good answers. What a relief 😅
Great vid.
Your vid’s are helping, 5/5!
Thanks!
Agree. Let’s do more of these
Love it! 4/5. Missed the first one :)
I would never just assume ATC wants a HILPT when straght-in makes sense (i.e., intercept angle
True! Always confirm. I've had controllers tell me they're not expecting the HILPT even when it's appropriate.
@@flightinsight9111 same. It's amazing how many aviation mishaps can be prevented by just telling/asking the controller what you/they want.
If the procedures say to fly the HILPT, you fly the procedure as depicted unless advised otherwise. You dont know if there is an aircraft ahead of you that you now lost separation with because you assumed the controller forgot to clear you straight in.
@@Saml01 I never said to just skip the HILPT. I said to ask the controller to clarify. I would venture that far more issues have been caused by pilots flying HILPTs when the controller didn't expect it than from pilots not flying when expected to. You can prevent both by just ASKING.
That was awesome teachable video….we need an app Dan.
4/5
Very fun video ❤️
Thank you :-)
More of these!!
If you have WAAS, this means your airplane is equipped to fly the LPV approach. However it's important to confirm the LPV is displayed on your GPS.
I got all of them right except for the last one and I'm yet to have a flying lesson, hopefully soon though! Really interesting 🙂
Very good video
4/5 - The last one got me
This was awesome! As are all your videos. Can’t thank you enough for making them. I’m currently in instrument training and you have a way of explaining and also depicting things that really break it down and make sense. Loved the quiz format. Thank you!
Current instrument student near my checkride - I was taught that ILS has a glideslope and LPV approaches have glidepaths, as two distinct terms. Are they actually interchangeable terms?
You're correct that it's common to call GPS guidance a glidepath while an ILS is a glideslope, but you'll also hear them used interchangeably. In the airlines there's a more clear distinction in terns.
Got them all right, but definitely knocked some rust off getting to the right answers
3/5
4/5
3/5 🫡
I really like this format!
On the question about coming in from the northwest, what if you were coming in at 10000, would you still have to do the course reversal?
Yes. If it's depicted on the plate, you have to do it unless told by ATC not to, or it's prohibited on the plate, as it is from ZEDAN. There are a few other restrictions too.
@@flightinsight9111 SHARPTT 👀
What are temperature correction tables used for ?
4/5 On 4th question, can't we start descending when the CDI deflection is within 3/4?
Honestly suprised myself by getting all of these right, 5/5, with only flight simulation hobby as experience. Guess that proves you can definitely learn something that way. I would love to see a similar video on STARs.
So, I'm confused about the question at 3:25. When you're "cleared" for the approach, and you're direct inbound offroute, you must do a lap first before shooting the approach? If "cleared straight in" then you don't have to do a lap?
Not sure I agree you HAVE to fly the course reversal, yes it is dang helpful to get from 12 to 9 but still not sure I HAVE to fly it. What if I was already at say 10500?
Unless you're instructed by ATC that you don't have to. Or are cleared for a "straight-in" approach. You have to do the course reversal unless otherwise directed (like a NoPT note)
Are you going to do a commercial series?
Have you checked out our Commercial Ground School yet? flight-insight.com/commercial
@@flightinsight9111 not yet, hadn't seen videos so wasn't sure. Your IFR school and videos really helped pass IFR checkride.
I got 4/5 and the one I missed is causing me some confusion. Why not descend from 12,000 to 10,000 once you’re established and just turn right heading 172 and shoot the approach normally? I don’t see the need for the PT in this situation. Can anyone clarify?
P.s. your videos got me through my IR so thank you
good question. If I was flying this for real I would query ATC and ask them if I can just fly straight in. It would require a pretty steep drop though in lieu of doing a PT
i really need someone to really teach me how to do this..still a little confusing for me..