Perhaps, you cover my question in another video. In your experience, what is the process after you are in the missed approach hold? Does ATC provide new instructions to vector you back to your original ILS/VOR approach? Thanks again for your informative videos.
Usually, ATC will say fly the published missed or give alternate missed approach instructions. If the published missed is flown to the hold, ATC will ask us to say intentions or next requested approach. The approach can be attempted again or proceed to the alternate. It’s rare that the approach is attempted again vs going to the alternate but depends on how fast conditions are improving or not. If another airplane gets in after going missed, another approach could be attempted. It’s personal preference at that point.
Excellent vid as always. Thank you. Will jump in and practice these approaches and have a look at the included Missed Approach function in the Working Tile CJ4 0.10.2 Need to practice Holds and entering my own waypoints, off-tracks etc so I'm ready for anything the Yatsim ATCs can throw at me. These vids are my companion tutorials for the Working Title CJ4. Thanks again.
Awesome and excellent tutorial video but just some corrections. You were saying Decision Height (and referencing the DA) but meant the Decision Altitude. DA is based on barometric altimeter while DH is base on radar altimeter. Also you said on the NDB approach that you’re holding 90 kts “indicated” but the timing is based on ground speed.
You're right on the DA vs DH. However, saying DH is an old habit. Prior to 2001 it was always called DH. I still have the Instrument Flying Handbook from when I did my instrument rating and it states "DH" on the approach plate legend on an ILS approach. However, that does not make it right and thanks for pointing that out. I will make sure to correct that in future videos as I try to make everything accurate and without jargon. I did say I was holding 90 knots indicated airspeed but right after that I said if we have a headwind or tailwind to adjust the time. That would imply ground speed and that it is greater than or less than 90 knots. Also, the approach plate says GROUND SPEED in the top left corner of that section.
@@thecorporatepilotdad Ahhhh good to know, I started flying in 2010 so I've always known it as DA. I have had some of my CFIIs in the past say DH when the meant DA.
@@MissedApproach it's an old term still used by many. I dug deep into the AIM and it basically stated DH was used interchangeably with DA, but DA is correct. So yes, DA is correct for what I was doing in the video but lots of older pilots call it DH even now. Today, I asked 4 fellow professional pilot friends what they call it and all but one who is a training instructor for a regional airline called it a DH.
Yep, that is it. When the AP was turned off and back on, the flight mode annunciator showed wings level (ROLL in some airplanes) which it will do until another lateral mode (NAV or HDG) is selected.
Does it make a difference for MSFS? No. Is there a difference? Yes. When I did my instrument training every FAA manual used decision height. Around the year 2001, the FAA manuals started using DA vs a DH which use a radar altimeter on CAT II and greater precision approaches that have a MAP defined by a height above the ground.
@@thecorporatepilotdad You are certainly right that in most cases you can use either one, especially on MSFS. I was just a bit confused when you quoted DA, but called it DH, like at 3:38 into the video, but i agree, it's a bit petty.
@@ChristophBlaser-w6o You are right though, DA should have been used since baro minimums are used. Calling it DH is a carry over and mistake on my part.
@@dabneyoffermein595 it's fantastic. They keep making improvements. I fly a version of a Citation and it has the Proline 21 with the FMS 3000 IRL and it's very close to the real thing with a few exceptions but I believe they'll get it very close to the real thing soon.
@@thecorporatepilotdad Great stuff. How often do they release updates of the mod? and is there a way to get notifications on when a new version of the mod comes out?
@@thecorporatepilotdad Makes no sense. Just put it on autopilot and stare at the screen or go out or whatever. Not judging, just saying it makes no sense.
Perhaps, you cover my question in another video. In your experience, what is the process after you are in the missed approach hold? Does ATC provide new instructions to vector you back to your original ILS/VOR approach? Thanks again for your informative videos.
Usually, ATC will say fly the published missed or give alternate missed approach instructions. If the published missed is flown to the hold, ATC will ask us to say intentions or next requested approach. The approach can be attempted again or proceed to the alternate. It’s rare that the approach is attempted again vs going to the alternate but depends on how fast conditions are improving or not. If another airplane gets in after going missed, another approach could be attempted. It’s personal preference at that point.
@@thecorporatepilotdad Appreciate the quick response and information. As always, look forward to your future videos.
Excellent vid as always. Thank you. Will jump in and practice these approaches and have a look at the included Missed Approach function in the Working Tile CJ4 0.10.2 Need to practice Holds and entering my own waypoints, off-tracks etc so I'm ready for anything the Yatsim ATCs can throw at me. These vids are my companion tutorials for the Working Title CJ4. Thanks again.
I'm planning another video or two in the CJ4 WTM this weekend. If there is anything you'd like to see I can throw it in possibly.
Awesome and excellent tutorial video but just some corrections. You were saying Decision Height (and referencing the DA) but meant the Decision Altitude. DA is based on barometric altimeter while DH is base on radar altimeter. Also you said on the NDB approach that you’re holding 90 kts “indicated” but the timing is based on ground speed.
You're right on the DA vs DH. However, saying DH is an old habit. Prior to 2001 it was always called DH. I still have the Instrument Flying Handbook from when I did my instrument rating and it states "DH" on the approach plate legend on an ILS approach. However, that does not make it right and thanks for pointing that out. I will make sure to correct that in future videos as I try to make everything accurate and without jargon. I did say I was holding 90 knots indicated airspeed but right after that I said if we have a headwind or tailwind to adjust the time. That would imply ground speed and that it is greater than or less than 90 knots. Also, the approach plate says GROUND SPEED in the top left corner of that section.
@@thecorporatepilotdad Ahhhh good to know, I started flying in 2010 so I've always known it as DA. I have had some of my CFIIs in the past say DH when the meant DA.
@@MissedApproach it's an old term still used by many. I dug deep into the AIM and it basically stated DH was used interchangeably with DA, but DA is correct. So yes, DA is correct for what I was doing in the video but lots of older pilots call it DH even now. Today, I asked 4 fellow professional pilot friends what they call it and all but one who is a training instructor for a regional airline called it a DH.
You did not enable HDG mode on autopilot while heading 249 during the first segment of the missed approach. Was that the error?
Yep, that is it. When the AP was turned off and back on, the flight mode annunciator showed wings level (ROLL in some airplanes) which it will do until another lateral mode (NAV or HDG) is selected.
@@thecorporatepilotdad Really great video though. Thanks for it
Great video, thanks! But aren't you a bit inprecise as to 'decision altitude vs. 'desicion hight'?
Does it make a difference for MSFS? No. Is there a difference? Yes. When I did my instrument training every FAA manual used decision height. Around the year 2001, the FAA manuals started using DA vs a DH which use a radar altimeter on CAT II and greater precision approaches that have a MAP defined by a height above the ground.
@@thecorporatepilotdad You are certainly right that in most cases you can use either one, especially on MSFS. I was just a bit confused when you quoted DA, but called it DH, like at 3:38 into the video, but i agree, it's a bit petty.
@@ChristophBlaser-w6o You are right though, DA should have been used since baro minimums are used. Calling it DH is a carry over and mistake on my part.
ok, great, will look for
X-PLane has missed approach procedures
The CJ4 WORKING TITLE MOD just added them last week.
@@thecorporatepilotdad oh wow, thanks for that. Im going to have to look up the CJ4 working title mod and get it on the MS2020 ASAP
@@dabneyoffermein595 it's fantastic. They keep making improvements. I fly a version of a Citation and it has the Proline 21 with the FMS 3000 IRL and it's very close to the real thing with a few exceptions but I believe they'll get it very close to the real thing soon.
@@thecorporatepilotdad Great stuff. How often do they release updates of the mod? and is there a way to get notifications on when a new version of the mod comes out?
@@dabneyoffermein595 I think the update vary. They have a discord channel. A few of them have youtube channels.
Why would you put on the autopilot in a sim? There is no point.
People have the choice to use it or not just as they do in a real airplane equipped with an autopilot.
@@thecorporatepilotdad Makes no sense. Just put it on autopilot and stare at the screen or go out or whatever. Not judging, just saying it makes no sense.
@@1UTUBEUSERNAME We do the same thing in real airplanes. The only difference is there are windows to look out of.