I enjoy your videos I have been a licensed pilot for 37 years now took a break got another plane a Comanche I love that plane believe it or not after all this time I am working on my instrument rating passed the written now the real work begins keep up the good videos and thank you for your training and advice
Nice video. Just keep in mind that ATC wanted you to fly direct to AMBEC from your present position. There was no need to self vector you arround to the IAF. Probably that explains the second ATC call with the same clearance again as he saw you are not directly inbound to AMBEC.
Totally get what you're saying. I used the phrase "self vector" and the point I was trying to get across is he didn't give us a heading he's expecting us to know where AMBAC is and how to get there. Just trying to show how important situational awareness is especially in the single pilot environment.
Thank you so much for explaining everything you’re doing it is so helpful. I’m going to ATP in AZ in July and all of your videos are inspiring me so much to accomplish what I have ahead of me
Hi Jason I’m very excited today because I did my first solo flight and I appreciate your ground school and podcast they all help thank you and I’ll continue being a ground school member best investment I’ve done ✅
It's difficult to admit, especially as a CFI and ATP, that for so long you were wrong. It's tough for all of us. Speaking as a CFI (since 1981) and ATP S&MEL (since 1983) and M.Ed, its tough for me too. However, I DO! As CFIs we need to demonstrate the behaviors we hope to pass on to our learners. Thank you for your clarity, honesty, and guts. Vis con Dios and Merry Christmas.
I did my IFR training back in the 80's with a knee pad, stop watch and the Jeppesen books. Been out of flying for 20 years. Very different now with the GPS. Like the way you are teaching the basics (stay ahead and slow down). I got a lot to catch-up on. Should be fun to start learning again . Thanks for sharing
Loved this particular video!! Pretty much the whole thing: departure - en route - approach and landing!! Taking my Instrument checkride in a few weeks, and this was a GREAT refresher!! And a good deal of ACTUAL IMC too! As students, sometimes we don't get much of a break from the foggles during training! 😂
Two things: You started out with a 180 heading for AMBAC. It was a good first bite at the apple. But ATC gave you the direct the fix a second time because you did not refine your heading for a long time. He wasn't mad, just confused as to why you did not tweak your heading to something like a 210 degree heading sooner. Second; ATC always instructs you to "IDENT" when you call them on departure. You pre-emptively started IDENTing before you called them. (You may have seen this on another video.) However, they expect you to IDENT they give you the instruction to IDENT. This is part of the process of RADAR identification. If you IDENT before they tell you to, it is technically not the process. Even though you know they will be telling you to IDENT as soon as you call them, IDENTing before they tell you to does not qualify as responding to their direction to IDENT. This is why the controller sounded confused, befuddled or verklempt. He knows you are not complying with an ATC verification process. You mean well, but you are stepping outside the boundary line. An alternative to this would be to refine your wording and say, "N23MZ is one mile southwest of Ocala Airport leaving eight hundred feet." This is in compliance with position verification phraseology. Or you could just wait for them to tell you to IDENT to play along with the process. Quarantine-while, you are a good pilot and this is a great video.
The teaching phrase "self-vector" lends itself to huge misconception of the direct clearance. It would concern me that a pilot would interpret that as an "own navigation" clearance to go over a fix. Here's a scenario. I'm sequencing over a fix, and have a King Air that is behind you but will precede you over that fix. I vector you off to one side, and give you direct when I see the King Air will slip past you nicely. If a pilot takes that as a self vector, that will be eventually confused as "own navigation". You turn 90 degrees into the path of the King Air for weather or whatever. Then you get a number from ATC that won't fit in the transponder or comm panel. My two cents as a 27 year ATC vet and pilot.
I was wondering about his ~180 deviation to his GPS plotted direct airport-->AMBAK line. That isn't what the controller asked for, he said direct AMBAK. Now i know ATC isn't expecting a laser beam out of a cessna ifr flight but could what Jason did be interpreted as deviation from ATC's instructions or was he okay in this case? (in your opinion)
@@JJM2222 Hi Jaime, I think he was fine, and this was an otherwise excellent video. I was trained and I taught if it was a matter of separation, to assign a heading and NEVER use "direct". My issue was the description of it as a "self vector" and how that could be interpreted. I never had to violate a pilot for minor deviations in course since I never used "direct" unless they were well clear of any potential conflicts. But that doesn't mean if you tangle with someone while self vectoring on a direct clearance they won't try.
Hi Jason, just have opportunity watching this great video. Helped a lot getting a good understanding of this approach procedures. It is Inspiration for IFR rating . Thank you.
I love "real-world" flying that you provide in these videos. Thanks to you, my instrument knowledge test has been passed and now for the fun part.....flying in my homebuilt RV-7!
Such and awesome and informative video. I am frustrated with my landings.... I’ll get there. I am only 15hrs into air time, but putting 6 in a week now. Definitely looking into the ground course. Keep it up! And, thanks!!
Great video. I always enjoy watching a full approach video. They really help me being a newly minted IR pilot, even better you threw in an approach you had to do a circle to land. I have had an IFD440 in my plane for two years now and the IFD100 for just over a year and I would say you are missing out on a few things you could set your 540 for IFR flying. Set up and use the Data blocks. I know you are sponsored by ForeFlight so I would use your in panel iPad as your ForeFlight view and install IFD100 on your knee pad. If you like having back up or more situational awareness you can’t go wrong.
Absolutely. It's all about what works best for each pilots flow. We're not sponsored by Foreflight myself and the entire team all purchase the subscriptions at full price. It is my app of choice right now though. Normally I do fly with the IFD app up on the panel ipad. It's fantastic.
Got ya, sorry I thought you had said your videos were sponsored by ForeFlight. I agree it’s the app of choice. I have it on my copilot side yoke and the IFD100 on the pilot side yoke. Thanks again for the videos!!!!
Every time I watch your IFR videos, I'm motivated to finish what I began and quit. If you had been my original CFII, my guess is that I would have an IFR rating years ago. Thank you for your outstanding work!
@mzeroa flight training You produce Great Video. Sound demonstration. Solid reminders for some of us already rated. A great service. I’m just curious, at 1000’ MSL, why did your avionics announce, “Altitude Alert?” You seemed on the correct altitude, on glide slope, and substantially above 500’ AGL.
Thanks for the video. When the tower gave you the instruction to call approach you said something to the effect “going to call approach with an ident.” What ident were you referring to. Thanks
Thank you Jason. I have seen many other circle to land videos but for some reasons no one ever mentioned the 1.3NM regulation. Is it something not strictly enforced?
Great work Jason......as always. But I was hoping I would see close-ups of the instrument indications at different stages of the approach, vs the approach plate on your ipad. I also wanted to see how your autopilot was performing and showing on its displays.
Thanks, Jason. Yesterday I shot a VOR approach and found out my OBS was miscalibrated approximately 180 degrees after a recent radio repair. The shop walked me through the calibration via phone, but it was a good example why we should practice IFR procedures in VMC.
I think your 430w gives you a message like Lnav +V ... I'm just starting though. I really have no idea and no experience... I just want to emphasize that I have the same question that you do. Help anyone?
Watch Boldmethod’s video about LPV and LNAV/VNAV. You will find your answers. Lots of good info as well. Here is the link: ua-cam.com/video/O5q71bECrT4/v-deo.html
Have enjoyed your brief videos on UA-cam . I guess, I am considered one of those " rusty pilots" so rusty infact, I probably need a can of 1040 when I go flying. That being said, I didn't see the link for your instrument ground school. That you were referring to. I believe, this is the best way to get a refresher IFR, and bring myself up to speed, before actual flying phase of it. That being said, what is the cost of your on line instrument coarse, and duration. Thank you. Cyrous Khavari
I already pointed out Jason's error by not going direct to AMBAC. Now I don't know about an Avidyne, but had this been a Garmin 430/530/650/750 he should have had the approach loaded with the AMBAC transition. Then just activated the approach when he got the "direct to" from the controller. You can't just self vector around the sky. 😳
Going to disagree with the comment. Given the situation of single pilot, why on earth would you start messing with the flight plan when you are at most a couple hundred feet off? Simply intercept the flight plan and continue on, don't get trapped into constantly adjusting the GPS for the "perfect" course.
I get what you're saying I think it was my choice of the phrase "self vector" (if thats even a phrase hahaha) that's confusing. I'm cleared direct AMBAC at 11:33 in the video. If you look at my Foreflight track from when they cleared me and the line I drew earlier on the ground they intersect within less than a mile of each other. The reason I chose to use the phrase "self vector" is because the control just cleared me direct AMBAC. There was no heading or suggested vector based on wind. It was my responsibility to get there which adds to the things to do in the single pilot environment.
As a retired air traffic controller, direct AMBAC means just that - direct. Granted the “self vector” was minimal, but the controller noticed it - why do think he cleared you direct a second time? Entering Direct to the fix also automatically Activates a previously Loaded (only) approach - a simple procedure, in my opinion less workload than self vectoring to intercept.
Paul Crist because the controller gave you a clearance. Direct means direct, not heading toward the final approach course. This is why the controller repeated his instruction.
Hi Jason...is it customary (especially if IFR training) to ask for an approach to the opposite runway in use......great video(real life IFR flying) oh and Steveo sent me :-).....
You were holding that poor guy up that was trying to take off from 18 :( Even ATC was like “3MZ where are you at? My grandma flys faster that you...” ;) haha Awesome vid brother man! Blue sky’s!
Love you videos Jason...I’m into my instrument training now and thinking of combining it with the commercial rating...my flight school says I can save money doing this....what’s your opinion on doing this?
You were cleared to circle to the west, you turned to the west but you didn't do a full circle....did you? It kind of looked more like a S turn? Forgive me, I have much to learn. Anybody is welcome to answer. (What about a de-breifing after each flight? Show us up close, what your 'exact' flight path was.) What changed from your filed plan to what you actually flew, De-breifings are good. Thank you Jason
One thing I noticed here. Your eyes are almost never outside the plane except for in a turn. Seem fixed on that map for 80% of the flight time. Don't know if that is a negative or not. So I am asking?
Do you have a detailed listing of everything you have on that panel of yours? Who did the work? It's sure pretty. That would be the layout that I'd go with if I can ever pull the trigger on a plane. Thanks.
Nice work, but I have a question. Didn't the tower controller ask you to report 5 miles before or at the fix. I noticed he called you up to ask where you were and you told him you were 2 miles out. Just wondering that??
About that time he had a plane holding short 18. So I think he just wanted to see where I was so he could tell the other plane how much longer he would have to hold.
To answer the original question, tower asked that he report FIBUS not 5 miles. FIBUS is the final approach fix (FAF) on this approach. Later, when tower asked his position, he reported 2 miles from FIBUS. All good.
Low MAP 500 agl circling.. Good practice.. Some circling's are only 300 agl and legal. Dont do them under 500 agl if not used to low maneuvering turns at approach speed. Specially with strong winds, they have killed many experienced pilots on high maneuvering mostly- but low time in low maneuvering.. Low GRM is a different kind of maneuvering than high altitude maneuvering. Be careful who you fly with. Many are not used to Low GRM and crash trying it.
I got my private at Ferguson 82J in Pensacola where the normal traffic pattern was 500' AGL due to the fact it was under the naval airport airspace there. So you got plenty of practice having a low traffic pattern.
@@brianparkman8183 Best kind of training is low maneuvering. .. Proven..High maneuvering is different and easier. I soloed at 10 hours hours on a piper Colt with 500 feet agl TPA.. at 17 years old. Latin America. That saved my life while doing patrol at low altitude and also on take off partial power fails turns i had to do. I did them well due I was used to 500 agl maneuvers under stress.
@@747-pilot 300 feet agl for Category A airplanes.. Jets on cat D may be 1,000 agl or they dont do it. Also some insurance companies policies.. Jets sometimes are not allowed to do circlings under 1,000 agl at all.. Jets get a lot of non low maneuvering pilots (not used to low turns at Vfef.. landing speeds). They miss all the fun of low turning.
why did you start your circle west at 500AGL? could you choose to do that at 1000AGL, or did you have to do it at 500AGL? also this type of approach is only done to save a bit of time on your flight correct, there is no other reason to do a circle to land approach is there?
Hi Hayden! Jason started the circle west at 600 feet because 580 feet was the circling minimums for that approach. You don't want to go below minimums. He saw the runway before minimums. You would do a circling approach when the winds favor another runway to land! If you need any further clarification please reach out to us at support@mzeroa.com. Fly safe!
I'm not IFR but as I understand it, approach to circle means that instead of shooting an approach and landing the runway in front of you, you circle or fly around that runway and land on the opposite side, or an alternate runways (likely because winds favor that side). This can be helpful because flying the normal approach to the opposite runway might not be convenient depending on which direction you're coming from, or because winds change after you've already set up for an approach.
I heard him say in another video that I believe a friend of his who is a controller told him to do that. That way when you report into them they can immediately identify where you are easily.
@@brianparkman8183 AIM 4-1-20(d)(1) The transponder shall be operated only as specified by ATC. Activate the "IDENT" feature only upon request of the ATC controller.
I enjoy your videos I have been a licensed pilot for 37 years now took a break got another plane a Comanche I love that plane believe it or not after all this time I am working on my instrument rating passed the written now the real work begins keep up the good videos and thank you for your training and advice
Great video Jason. Especially for us non IFR pilots.
Nice video. Just keep in mind that ATC wanted you to fly direct to AMBEC from your present position. There was no need to self vector you arround to the IAF. Probably that explains the second ATC call with the same clearance again as he saw you are not directly inbound to AMBEC.
Totally get what you're saying. I used the phrase "self vector" and the point I was trying to get across is he didn't give us a heading he's expecting us to know where AMBAC is and how to get there. Just trying to show how important situational awareness is especially in the single pilot environment.
I agree...the ATC cleanance was " direct to AMBEC". Good video and I would like some closer ups of the instruments and less pilot focus.
Thank you! Great IFR video. Please keep the IFR VIDEOS COMING! JC
Just starting my PP IFR rating - videos are a great real-world help. I love the real-world demonstrations.
Thank you so much for explaining everything you’re doing it is so helpful. I’m going to ATP in AZ in July and all of your videos are inspiring me so much to accomplish what I have ahead of me
How was ATP for you? I’ve considered ATP as well.
Have done 5 circling approaches in 30 years of flying, good review, thanks!
Great video. This type of video really helps bring the IFR pieces together for me.
Thank you Chris! So sorry to have missed you at FDK!!!!
Good flight. Thanks for the take along. Understanding the necessity of in-flight surface controls management and configuration.
Glad it was helpful! Thanks for watching!
Great video, Jason. Thank you for such a detailed approach and taking us for the whole ride.
It’s boss how you taxi and promote simultaneously. Love it.
Hi Jason I’m very excited today because I did my first solo flight and I appreciate your ground school and podcast they all help thank you and I’ll continue being a ground school member best investment I’ve done ✅
It's difficult to admit, especially as a CFI and ATP, that for so long you were wrong. It's tough for all of us. Speaking as a CFI (since 1981) and ATP S&MEL (since 1983) and M.Ed, its tough for me too. However, I DO! As CFIs we need to demonstrate the behaviors we hope to pass on to our learners. Thank you for your clarity, honesty, and guts. Vis con Dios and Merry Christmas.
Thanks for watching, Rick!
Jason, that was awesome. Literally exactly what I am training right now myself.
I've never thought about adding flaps in before intercepting glide slope. Interesting!
I did my IFR training back in the 80's with a knee pad, stop watch and the Jeppesen books. Been out of flying for 20 years. Very different now with the GPS. Like the way you are teaching the basics (stay ahead and slow down). I got a lot to catch-up on. Should be fun to start learning again . Thanks for sharing
Loved this particular video!! Pretty much the whole thing: departure - en route - approach and landing!! Taking my Instrument checkride in a few weeks, and this was a GREAT refresher!! And a good deal of ACTUAL IMC too! As students, sometimes we don't get much of a break from the foggles during training! 😂
Two things: You started out with a 180 heading for AMBAC. It was a good first bite at the apple. But ATC gave you the direct the fix a second time because you did not refine your heading for a long time. He wasn't mad, just confused as to why you did not tweak your heading to something like a 210 degree heading sooner.
Second; ATC always instructs you to "IDENT" when you call them on departure. You pre-emptively started IDENTing before you called them. (You may have seen this on another video.) However, they expect you to IDENT they give you the instruction to IDENT. This is part of the process of RADAR identification. If you IDENT before they tell you to, it is technically not the process. Even though you know they will be telling you to IDENT as soon as you call them, IDENTing before they tell you to does not qualify as responding to their direction to IDENT. This is why the controller sounded confused, befuddled or verklempt. He knows you are not complying with an ATC verification process. You mean well, but you are stepping outside the boundary line. An alternative to this would be to refine your wording and say, "N23MZ is one mile southwest of Ocala Airport leaving eight hundred feet." This is in compliance with position verification phraseology. Or you could just wait for them to tell you to IDENT to play along with the process.
Quarantine-while, you are a good pilot and this is a great video.
The teaching phrase "self-vector" lends itself to huge misconception of the direct clearance. It would concern me that a pilot would interpret that as an "own navigation" clearance to go over a fix. Here's a scenario. I'm sequencing over a fix, and have a King Air that is behind you but will precede you over that fix. I vector you off to one side, and give you direct when I see the King Air will slip past you nicely. If a pilot takes that as a self vector, that will be eventually confused as "own navigation". You turn 90 degrees into the path of the King Air for weather or whatever. Then you get a number from ATC that won't fit in the transponder or comm panel.
My two cents as a 27 year ATC vet and pilot.
I was wondering about his ~180 deviation to his GPS plotted direct airport-->AMBAK line. That isn't what the controller asked for, he said direct AMBAK. Now i know ATC isn't expecting a laser beam out of a cessna ifr flight but could what Jason did be interpreted as deviation from ATC's instructions or was he okay in this case? (in your opinion)
@@JJM2222 Hi Jaime, I think he was fine, and this was an otherwise excellent video. I was trained and I taught if it was a matter of separation, to assign a heading and NEVER use "direct". My issue was the description of it as a "self vector" and how that could be interpreted. I never had to violate a pilot for minor deviations in course since I never used "direct" unless they were well clear of any potential conflicts. But that doesn't mean if you tangle with someone while self vectoring on a direct clearance they won't try.
@@skylord58 awesome insight! Thanks
Yeah he was cleared direct from the point he was at. Not the direct line from the airport to AMBAK
It was awesome meeting you and your team at the AOPA fly in at Fredrick. Another great video. Thanks!
Hi Jason, just have opportunity watching this great video. Helped a lot getting a good understanding of this approach procedures. It is Inspiration for IFR rating . Thank you.
I love "real-world" flying that you provide in these videos. Thanks to you, my instrument knowledge test has been passed and now for the fun part.....flying in my homebuilt RV-7!
Such and awesome and informative video. I am frustrated with my landings.... I’ll get there. I am only 15hrs into air time, but putting 6 in a week now. Definitely looking into the ground course. Keep it up! And, thanks!!
You'll get there. One day it'll just click and everything your instructor is teaching you will come together.
You're coming along quite well Jason. Nice work.
Great video. I always enjoy watching a full approach video. They really help me being a newly minted IR pilot, even better you threw in an approach you had to do a circle to land.
I have had an IFD440 in my plane for two years now and the IFD100 for just over a year and I would say you are missing out on a few things you could set your 540 for IFR flying. Set up and use the Data blocks.
I know you are sponsored by ForeFlight so I would use your in panel iPad as your ForeFlight view and install IFD100 on your knee pad. If you like having back up or more situational awareness you can’t go wrong.
Absolutely. It's all about what works best for each pilots flow. We're not sponsored by Foreflight myself and the entire team all purchase the subscriptions at full price. It is my app of choice right now though. Normally I do fly with the IFD app up on the panel ipad. It's fantastic.
Got ya, sorry I thought you had said your videos were sponsored by ForeFlight. I agree it’s the app of choice. I have it on my copilot side yoke and the IFD100 on the pilot side yoke. Thanks again for the videos!!!!
Thanks for the great content always!
Jason puts out a nice training video again. Bravo. Thank you for great vids.
Glad you like them!
Every time I watch your IFR videos, I'm motivated to finish what I began and quit. If you had been my original CFII, my guess is that I would have an IFR rating years ago. Thank you for your outstanding work!
Thank you my friend! That instrument rating is a must!
@mzeroa flight training You produce Great Video. Sound demonstration. Solid reminders for some of us already rated. A great service.
I’m just curious, at 1000’ MSL, why did your avionics announce, “Altitude Alert?” You seemed on the correct altitude, on glide slope, and substantially above 500’ AGL.
Going for the ride tomorrow for my instrument ticket; perfect timing!
Best video yet! Thank you so very much I owe you a nice cold glass of coke a cola!!! Please keep the long videos coming (steveo1kinevo) style hahahah
Another great video. Thank you.
Thanks for watching!
That was a lot of fun to watch. Thanks for another great video. I didn't mind the length.
Great video for those of us working on our ifr!!! Thank you
Got my helicopter IFR, but never did circling approach, very nice video!
Thank you
Exquisite … Jason, you just keep getting better!
Thank you my friend
Thanks for the video. When the tower gave you the instruction to call approach you said something to the effect “going to call approach with an ident.” What ident were you referring to. Thanks
Thank you Jason. I have seen many other circle to land videos but for some reasons no one ever mentioned the 1.3NM regulation. Is it something not strictly enforced?
Love the IFR videos.
I have been cramped up during the day Sir,
GPS Approach is big, We need more as beginners and more Scanning Sir.How is America.
From Ghana.
Another great video Jason. Love your teaching style
Awesome thank you my friend
Absolutely love the long videos!!!!
Great work Jason......as always. But I was hoping I would see close-ups of the instrument indications at different stages of the approach, vs the approach plate on your ipad. I also wanted to see how your autopilot was performing and showing on its displays.
This is something we're working on. However no autopilot on this approach al hand flying. More auto pilot videos coming though.
You are an awesome instructor. Great video.
Thanks, Jason. Yesterday I shot a VOR approach and found out my OBS was miscalibrated approximately 180 degrees after a recent radio repair. The shop walked me through the calibration via phone, but it was a good example why we should practice IFR procedures in VMC.
have not finished watching yet, but so far I love it. Hey, how does one know that I can get vertical guidance on my GArmin 430W?
I think your 430w gives you a message like Lnav +V ... I'm just starting though. I really have no idea and no experience... I just want to emphasize that I have the same question that you do. Help anyone?
Watch Boldmethod’s video about LPV and LNAV/VNAV. You will find your answers. Lots of good info as well.
Here is the link: ua-cam.com/video/O5q71bECrT4/v-deo.html
I love the brief/ fly video format.
Thank you!
You have a real gift
Thank you!
Good Jason. Coming to your school
We do not have a physical school. All of our course material is located online. You can scribed to our ground school if you are interested.
Have enjoyed your brief videos on UA-cam . I guess, I am considered one of those " rusty pilots" so rusty infact, I probably need a can of 1040 when I go flying. That being said, I didn't see the link for your instrument ground school. That you were referring to. I believe, this is the best way to get a refresher IFR, and bring myself up to speed, before actual flying phase of it. That being said, what is the cost of your on line instrument coarse, and duration. Thank you. Cyrous Khavari
I already pointed out Jason's error by not going direct to AMBAC. Now I don't know about an Avidyne, but had this been a Garmin 430/530/650/750 he should have had the approach loaded with the AMBAC transition. Then just activated the approach when he got the "direct to" from the controller. You can't just self vector around the sky. 😳
Going to disagree with the comment. Given the situation of single pilot, why on earth would you start messing with the flight plan when you are at most a couple hundred feet off? Simply intercept the flight plan and continue on, don't get trapped into constantly adjusting the GPS for the "perfect" course.
I get what you're saying I think it was my choice of the phrase "self vector" (if thats even a phrase hahaha) that's confusing. I'm cleared direct AMBAC at 11:33 in the video. If you look at my Foreflight track from when they cleared me and the line I drew earlier on the ground they intersect within less than a mile of each other. The reason I chose to use the phrase "self vector" is because the control just cleared me direct AMBAC. There was no heading or suggested vector based on wind. It was my responsibility to get there which adds to the things to do in the single pilot environment.
As a retired air traffic controller, direct AMBAC means just that - direct. Granted the “self vector” was minimal, but the controller noticed it - why do think he cleared you direct a second time? Entering Direct to the fix also automatically Activates a previously Loaded (only) approach - a simple procedure, in my opinion less workload than self vectoring to intercept.
Paul Crist because the controller gave you a clearance. Direct means direct, not heading toward the final approach course. This is why the controller repeated his instruction.
MzeroA Flight Training overall a great video. Keep up the good work. Beautiful airplane and great job discussing while flying.
Great Video. Thank you 🙏
Hi Jason...is it customary (especially if IFR training) to ask for an approach to the opposite runway in use......great video(real life IFR flying) oh and Steveo sent me :-).....
Very nice instrument video. Thank you!
Excellent presentation. Off topic: what video editing software are you using? Very smooth and aspect appropriate edits.
Our production team uses the Adobe suite of products
You were holding that poor guy up that was trying to take off from 18 :( Even ATC was like “3MZ where are you at? My grandma flys faster that you...” ;) haha Awesome vid brother man! Blue sky’s!
Enjoyed the full length video!
Love you videos Jason...I’m into my instrument training now and thinking of combining it with the commercial rating...my flight school says I can save money doing this....what’s your opinion on doing this?
Perfect intro to my training! Thx
Glad you like it!
Thanks for watching, Jeff! Glad we could help!
amazing video, thank you very much.
Nicely done!
Thanks!
That was a great video and a great explanation. ¡congratulations!
Closing the Florida air conditioning... I get that now that I just moved here 🤣
Haha! It can get hot! Thanks for watching, Chris!
Did a crazy circle to land to JFK on my 737 ride...white knuckles but nailed it!
Good job! Thanks for watching!
good length video
(personally, I wait for the IF before configuring, not the IAF)
You were cleared to circle to the west, you turned to the west but you didn't do a full circle....did you? It kind of looked more like a S turn? Forgive me, I have much to learn. Anybody is welcome to answer. (What about a de-breifing after each flight? Show us up close, what your 'exact' flight path was.) What changed from your filed plan to what you actually flew, De-breifings are good. Thank you Jason
Great lesson, Thanks
One thing I noticed here. Your eyes are almost never outside the plane except for in a turn. Seem fixed on that map for 80% of the flight time. Don't know if that is a negative or not. So I am asking?
Sir. Thanks. You got something against a mic switch on the yoke?
Great video loved it very helpful
Thanks again Jason grate video I want to make and appointment to meet and talk about training in your school
Hey Alex we don't have a flight school. All we do is the online ground school videos.
Great help! Thanks!
Great video 👍
Do you have a detailed listing of everything you have on that panel of yours? Who did the work? It's sure pretty. That would be the layout that I'd go with if I can ever pull the trigger on a plane. Thanks.
Sure do! June 11th that video will post
@@MzeroAFlightTraining looking forward to that!! Hopefully you will include the shop that did the work.
The externally mounted camera doesn't mess up the airflow around the wing?
It's like the Bob Ross of flying!
I think that's a compliment? hahahaha have a great day my friend
GREAT Thanks......
You're welcome!
I notice you often IDENT before asked... I was always informed to not do that. Any thoughts?
NICE SMOOTH TD! A+! 🇨🇦
Loved it!
Very nice
Well done
THANK YOU!!!
You're welcome!
@@MzeroAFlightTraining just completed a Dynon HDX install and your video helped a lot with getting used to the system
There was a crash @ Gillespie (San Diego) circle to land instrument approach Lear 35. Any thoughts?
Teaching from the right seat and flying an approach solo without autopilot is skill level 10,000. - It’s enough of a challenge just flying it solo.
Nice work, but I have a question. Didn't the tower controller ask you to report 5 miles before or at the fix. I noticed he called you up to ask where you were and you told him you were 2 miles out. Just wondering that??
About that time he had a plane holding short 18. So I think he just wanted to see where I was so he could tell the other plane how much longer he would have to hold.
Thanks Jason, that makes sense.
To answer the original question, tower asked that he report FIBUS not 5 miles. FIBUS is the final approach fix (FAF) on this approach. Later, when tower asked his position, he reported 2 miles from FIBUS. All good.
Low MAP 500 agl circling.. Good practice.. Some circling's are only 300 agl and legal. Dont do them under 500 agl if not used to low maneuvering turns at approach speed. Specially with strong winds, they have killed many experienced pilots on high maneuvering mostly- but low time in low maneuvering.. Low GRM is a different kind of maneuvering than high altitude maneuvering. Be careful who you fly with. Many are not used to Low GRM and crash trying it.
I got my private at Ferguson 82J in Pensacola where the normal traffic pattern was 500' AGL due to the fact it was under the naval airport airspace there. So you got plenty of practice having a low traffic pattern.
Wow!! 300 AGL?? Never knew that! Thanks for the info!!
@@brianparkman8183 Best kind of training is low maneuvering. .. Proven..High maneuvering is different and easier. I soloed at 10 hours hours on a piper Colt with 500 feet agl TPA.. at 17 years old. Latin America. That saved my life while doing patrol at low altitude and also on take off partial power fails turns i had to do. I did them well due I was used to 500 agl maneuvers under stress.
@@747-pilot 300 feet agl for Category A airplanes.. Jets on cat D may be 1,000 agl or they dont do it. Also some insurance companies policies.. Jets sometimes are not allowed to do circlings under 1,000 agl at all.. Jets get a lot of non low maneuvering pilots (not used to low turns at Vfef.. landing speeds). They miss all the fun of low turning.
Nice
good job
Maybe it’s only me but, why you always seat in the right side even if you are the only person inside the aircraft ?
awesome!!!
why did you start your circle west at 500AGL? could you choose to do that at 1000AGL, or did you have to do it at 500AGL? also this type of approach is only done to save a bit of time on your flight correct, there is no other reason to do a circle to land approach is there?
Hi Hayden! Jason started the circle west at 600 feet because 580 feet was the circling minimums for that approach. You don't want to go below minimums. He saw the runway before minimums. You would do a circling approach when the winds favor another runway to land! If you need any further clarification please reach out to us at support@mzeroa.com. Fly safe!
It's crazy how much slower a 172 is than the Piper Lance 2 we fly....
I suppose watching instead of doing adds to that as well lol
What is that, a 172? It's pretty :)
just curious Jason, Why do you not fly from the left seat?? That is the PIC seat, correct??
CFI"S like to tech from their seat.. Duhhh
My FI said, in the right Seat he makes better landings then on the left
What is the reason for him doing a circle and when I see that on the approach plates what does that mean?
I'm not IFR but as I understand it, approach to circle means that instead of shooting an approach and landing the runway in front of you, you circle or fly around that runway and land on the opposite side, or an alternate runways (likely because winds favor that side). This can be helpful because flying the normal approach to the opposite runway might not be convenient depending on which direction you're coming from, or because winds change after you've already set up for an approach.
@@erniehalter Ahh got it thanks for the clarification
Love your videos you should invite steveo in pne
Excellent video, keep up the great work!
Thank you my friend
Controller told you to circle west which put you in a right base.
Why did you ident without request from departure?
I heard him say in another video that I believe a friend of his who is a controller told him to do that. That way when you report into them they can immediately identify where you are easily.
@@brianparkman8183 AIM 4-1-20(d)(1) The transponder shall be operated only as specified by ATC. Activate the "IDENT" feature only upon request of the ATC controller.