IFR Clearance Practice for General Aviation
Вставка
- Опубліковано 7 сер 2016
- Practice picking up and understanding real IFR clearances for general aviation aircraft. Includes ATC audio from Lakeland Ground control.
For full details and the accompanying blog post, see:
alexaviation.wordpress.com/20...
I wish ATC speak this clear and slow in real life
Adam POV lol thinking the same
When ATC dares shooting my CLNC at me rapid-fire, I read it back to 'em at Mach 2! Ah, good times.
I really get lost each time ATC talks, that's why my recorder is always on , if I miss asking ATC please repeat 😠I don't understand , why they rush to talk nice and clear to provide safety to all pilots, it's sometime really unbelievable.
i absoluetly agree on this the atc thinks that you can understand all of the info that they give in seconds. that is the biggest obstacle for the pilots couse comminication is everthing when airborn.
@@FlightSim2703 It really depends on where you are. A small towered airport is usually a bit more relaxed while a class B tracon facility is accustomed to closely scheduled flights with professional pilots in two pilot cockpits where one is flying and the other is using the radios.
One thing that made it more difficult for me is I don't know the acronyms for the navaids, so I have to write them out. Makes it difficult to keep up, even more so if he were speaking at the same speed as most controllers. Your instruction does help though. My instructors (back in the 80s) didn't teach me this stuff. They taught me to fly approaches and navigate using navaids; that's pretty much it. Nothing else. I'm amazed that I earned my rating knowing as little as I did. One of the reasons I've always avoided IFR flying.
This guy: nice and slow
Atc: *Rap god noises*
This is by far the best training I have seen on ATC though ATC do not talk that slow and clearly.
Thank you, my friend. You made it so simple, and now I’ve learnt.
Thank you for this informative video, it's really makes the IFR clearances more understandable.
One of the best videos explaning this subject thank you
i'm no pilot, but it seems like avery helpful video. on another note, UA-cam, how the f*** did I get here?
Greatest tutor ever !
I like to add the following on the A in CRAFT _______X__________: So in the first example 2X4:10 which would be 2000 expect 4000 in 10 minutes. Because I am a student I like writing down the minutes given in the clearance. Less to forget with nerves. Good video!
I like that abbreviation. It makes sense.
I like that abbreviation. It makes sense.
Great! Thanks! That was my next question. Is it always 10 minutes, or does it vary. I've not yet started instrument training, but am trying to get ahead of the game!
@747-pilot, it's not always 10 mins, it depends upon ATC needs.
One reason for "time" in the clearance relates to "lost radio communications" (14 CFR 91.185) during IFR.
Second reason is when the pilot's cruise altitude must be delayed for ATC restrictions/requirements. If this happens, a pilot will get "expect XX-thousand or FLXXX 10 minutes after departure".
Check out, (USDOT, FAA, Air Traffic Organization Policy, JO 7110.65X, 4-3-2 DEPARTURE CLEARANCES). Look for EXAMPLE−2 which is a few paragraphs before 4−3−3 ABBREVIATED DEPARTURE CLEARANCE.
Windtee, thanks for that explanation!
Great video for my IFR training
Very helpful, thanks Alex.
Beautiful introduction 👍👍👍👍👍☝☝
Nice and clear. Thank you. Practice+++++
This is great. Thank you.
Subtle note on the KLAL Direct KOCF and the V157 clearance.
v157 and direct are only the same ground track if you don't consider departure transition and the initial approach fix. They are not really the same routing in practice because v157 has an MEA and you would be expected to have a transition to promptly intercept the center of the airway after departure. With an RNAV "KOFC direct" clearance a departure that puts you a few miles to the side of v157 followed an IAF a few miles to the side of the destination may end up being quite a different ground track. This may be inconsequential in Florida, and certainly most places when radar vectoring is the norm, but it is a substantial consideration in the mountainous areas out west for lost com contingencies or radar shadows(high minimum vectoring altitudes), where we put a lot of IFR flight plan effort into the obstacle departure and transition to enroute and transition from enroute to approach.
Wow, great job. Well spoken, Made learning easy and enjoyable. whish you wpold producce more content.
I like the way u explain it, nice and slow and easy thank u
Great stuff!!
Nice job on this series of vids!
Thank you!
Gosh, this was real good instruction. thanks
Very good video! :)
Excellent video!!! If is possible put more about ATC clearance !!! Thank you from Uruguay.
Thank you
Very good video! One other thing you could write down ahead of time would be the departure frequency. Since that is the airport you're leaving from, you should already know what it is. It sure would be nice if you could input routes and have the computer give you the clearances just for practice. Maybe there's an app for that?
I have heard ATC speak this clear, ...but only when I'm in the back seat! Task saturation makes all the difference. All you Inst students should ride along on each others' flights and just follow the procedures as if you are flying; Don't say anything out loud so you don't distract from the actual lesson but wear foggles if not in IMC, scan the panel, write down clearances, brief approach plates. You will find that it is all a easy peasy without that extra burden of manipulating the flight controls.
Yes definitely it becomes much more comfort, if two pilots in an aircraft, as private pilot I had never the chance fly with an experienced pilot, who could read ATC, actually passengers distracted me more specialty whenever little kids cry over and over, or ladies discuss abut their excited plans, you can easily miss very clear ATC in any kind :)
Yeah but I have NEver heard an atc talk that clear, or actually spell out a Vor fix. Most of the time my problem is understanding them because they act like all of us are experts. I find myself asking repeat at least once every flight.
yes ali. i absoluetly agree on this the atc thinks that you can understand all of the info that they give in seconds. that is the biggest obstacle for the pilots couse comminication is everthing when airborn. and probably i will be recording the atc speaks when i become an airline pilot.
@@ugur688 recording would be awesome options, I had an handy instrument, wich was plugged to radio, and could record all frequencies announced, and play back, I personally called it my Blackbox :)
@Skipper847 exactly what I said
Seems to me at 5:26 there is an error. The read back was Cross City then Seminole but on the revised routing shown on you iPad the routing is Seminole THEN Cross City. Which is correct?
Would it be better to have a pre-designed template to fill out, rather than a blank sheet of paper? Using the flight plan sheet during clearance delivery for example.
This video is really well done. I feel like I've got it except that the routes could prove difficult until I learn all the Victor airways and waypoints in my area and wherever I may go to. For experience IFR pilots, does it prove difficult when going to a new area?
Not Really...You just need to be ready for TWR ATC to give a different route and know your phonetic alphabet. (alpha, bravo, charlie, delta, echo, foxtrot...and so on). So when you do the routing be certain sure you noted the phonetic spelling used by ATC. When you do it's just a matter of entering the waypoint into your plane gps or handheld. I've heard commercial pilots try to put in their system as they are provided it by ATC. Waypoints can be said one way and spelled different from what you expect. EG: The ATC said a waypoint and we heard "Hipster" ATC TWR didn't phonetically spell it out so when we did our read back they had to give the proper waypoint spelling which was Hotel, Yankee, Papa, Sierra, Tango, Romeo (HYPSTR) so when you write it down first you only need to put the waypoint spelling provided and the GPS comes up with it pretty easy.
Nice video for dirt-simple clearance copying. However, the comments about spelling out fixes, or having to know them in advance, is on target. Here are two typical clearances you'll get from SoCal approach if you enter the basin from the east, headed for Orange County or Fullerton: "Palm Springs VOR V388 ACINS V283 Seal Beach VOR" or "Depart Paradise VOR on the 270 radial, intercept V394 to Seal Beach VOR". I don't think there's even a way to program intercepting V394 in the middle of a leg, and of course they don't spell out the identifiers for the intersections or VORs. Turns out these are Tower Enroute Control routes buried in the back of the Chart Supplements (formerly Airport / Facilities Directory) and they just sorta expect you to be able to absorb them on the fly, and to be able to switch from one to the other more or less immediately.
Nice video. So if you didn't know the Cross City or Seminole designators and you didn't have Foreflight, what would your process be? I imagine it would be easy to get behind the ball trying to find some random waypoint or intersection on an IFR chart.
On the readback, you can simply ask ATC to spell the waypoints.
Good question, I thought the same.
Alex, kindly upload more video please
What did you use to generate the ATC? Or were you listening on ATClive or where did you get that?
Nice, well spoken,:simple. What is the electronic screen you are typing the information into? Please and thank you.
foreflight
I’m new to this IFR understanding but no one seems to explain how you know you reached a waypoint?
How much does a clearance weigh? Rather than say "pick up" a clearance the terms are "copy" and "receive." It's all part of the discipline of avoiding complacency.
As an IFR student without 20 hours of simulated time, this is by far the HARDEST thing for me. Both copying IFR flight plan clearances, and in-flight commands. In flight is easier but still tricky when your monitoring destination frequency/atis etc.
It just takes more practice in the system. You just get used to it since you will always get the same information more or less in the same way. As far as getting the atis, try to get it at around the 15 mile mark. Around that time I always seem to get a few minutes of breathing room after being handed over to the approach controller and I am close enough to pick up the frequency. Honestly the only way to get good is to do it enough times that you start to notice the patterns and it all starts to make sense. When you first start out it sounds a hell of a lot more complicated than it actually is, but it just sounds that way. You will get it, and ATC is usually pretty accommodating for low time pilots... Unless you are talking to New York or Boston. NY and BOS are hard mode.
I need to tell me the lessons that u teaching us his books name
What does 'maintain 2000 and Expect 'Whatever Alt eg.8000' mean? Does it mean that you can climb up to 2000 and keep climbing to the Altitude(in this case 8000? Is 'at or above' omitted front of 2000?
Climb to 2000. Then departure will clear you for 8000 after you takeoff off the frequency they give you
Helpful, but how would you know the symbols for cross city, etc, was cty?
If you were not local you ask them to spell it for you. Also you can look it up on a map.
my question is how do you know how to spell those fixes? I don't get it
- Sometimes ATC spells them out using phonetic alphabet (e.g. 2:15 in this video)
- You file a flight plan, which includes fixes so those ones you will know beforehand, also you'll go over the route and approach/departure plates beforehand and will see different fixes
- Can always ask ATC for clarification during readback :)
can i learn in ifr
Why is there a 'K' in front of the destination and departure airport abbreviations?
It is the way ICAO designed airport codes. K is the country letter for USA, and the rest of letters refer to airport/city name often. for example KJFK is USA John F Kennedy airport. KDFW, is Dallas Fort-Worth airport. etc. Same applies for all countries in the world
Why do read back always so rapidly delivered. Seems tough to copy?
What's this application do you use??
Hoy, the comment above yours is asking the same question but in Spanish. Someone answered, "Foreflight." I think the device is a IPad? Hope this helps. Wonderful videos by this person but he doesn't answer, I haven't seen any. I'm trying to piece this together also. Take care, happy flying.
how do you get that flight plan sheet?
Late to the party here, but it's a free sheet you can download from Google. Search "flight plan pdf" and it should come up.
What app is that
Looks like Foreflight.
What I really hate, flying single pilot is, as you get closer to your destination, they amend your clearance, listing a bunch of unknown fixes.
Ask ATC to spell them for you.
Nice video however, no DPs, no navaids or to IAF? there's no lost comm procedures.
I think this was meant to be a very "BASIC" video, explaining the simple stuff first. This guy's explanations are pretty awesome, a naturally gifted teacher, for sure!! Hopefully he will make other videos explaining the more in-depth stuff!
What is the app you are using
ForeFlight
What's the App or thing on the tablet
ForeFlight
que programa es la de la tableta
Foreflight
@@Victorlarragani Hello, ah the name of the program is Foreflight! It is a IPad device and Foreflight app! I wonder why the person responsible for these videos doesn't answer any questions? Thank you.
What’s that app called mate?
ForeFlight
These examples are exactly how clearances are issued by ATC. If you want proof listen to www.liveatc.net
can Somme explain the 2-4. 2000 feet then [EXPECT?] 4000 feet in ten minutes what does that mean
It's in case you lose your radios after takeoff. So if you took off and the radios decided to take a vacation you would know to fly at 2000 feet and then 10 minutes after takeoff ATC would expect you to go up to your filed altitude and fly your clearance.
On your dream atc speak this clear and slow lol
The funny part is that is the actual Lakeland ground controller lol
And he really speaks THAT slowly and CLEARLY in the real world?? Wow!!
747-pilot Our lakeland controllers are awesome!
I'm jealous. Some are very articulate in my area, but some just seem to slur and ramble.
Maybe they read off rapid as they really only like jet aircraft.
Barack Obama ATC?
I was thinking the same thing. Ha, what the fuck.
So much for masculinity
Thank you !