Notice the pilot's eyes... He's not fixated on any one instrument, and he NEVER, not once, looks outside until he reasonably expects to see the runway. That "pea soup" is incredibly disorienting. Good example of low vis flying.
Tell your instructor to say "reduce power" instead of "pull power" sounds incredibly similar to "FULL power".. Could get you and him in a bad situation at some point!!
Yea, me too. It REALLY sounded to me like FULL Power. I was wondering WHY he said that since you were ABOVE the Glideslope. GREAT video, and GREAT landing!!!
Very good video, a few weeks ago I was shooting a ILS to mins at night in very heavy rain at a uncontrolled airfield and halfway down the approach I remembered to turn on the lights...I almost forgot. Not on a checklist but very important to remember. :)
You did not hear the approach controller properly. She also asked if you meant approach or runway lights and you replied runway. She said the runway lights would be at full intensity due to the PCL failure. She next asked if you wanted anything else but you missed it.
As an IFR student, that was perfect view point, great to see you stay calm/focus, and you can tell your instructor was supportive awhile with good communication. Cheers
You and I don't know each other, but honestly - at 16:55 when you touched down and he said "wow" and put his arm around you - I was so proud of what you had done. I've been watching your progress for months now, and though i don't have PPL as of yet, I hope to soon. I hope my training goes as well as yours has. Great job! Thanks for the video's. Fly safe.
He put his arms around him because he was glad to be on the ground. Instructor was wayyy to nervous that whole approach. Imo he was acting like it was his first ils approach... to minimums and was not confident in his abilities
If that is your CFI he is the single most nervous individual in the right seat I have seen. Great video, great approach. Didn't seem like he needed to comment as much as he was. You did great!
I agree.. It just showed his nervousness and the hug at the end seemed more of a thank you for getting us on the ground safely than a congratulatory hug...
About the lighting, she never told you that anything other than the runway lights would be on. She didn't confirm the approach lighting would be on. Listen from like 2:30 on. When I listened to this the first time I was saying to myself, "She never confirmed anything other than the runway lights."
"991 the pilot-controlled lighting is out of service, so they're leaving everything on high." Sounds like confirmation to me. Someone dropped the ball.
@@ProfessionalPilot Look at 2:30. The controller asks if he is asking about the APP lights or the RWY lights as she says all RWY lights will be on high. He answers thank you. The pilot caused the confusion, not the controller.
Videos like this are why I want to start flying. Pilot, aircraft, and sky working together to create memories. I bet this is a flight you'll never forget!
I feel the controller never confirmed ALS would be on. She actually asked whether you were referring to the ALS or Runway lights and then proceeded to declare that all the RUNWAY lights would be on. Perhaps she should have specifically mentioned that ALS was out though. Nice video. Congrats on nailing the approach.
Beautiful! You dont know how much I miss flying, I couldn't afford my commercial career after getting my pp license. Videos like this cheer me up for not giving up. Cheers from Mexico city
Great job teaching, letting the student fly the entire approach. Tap the rudder for the minor heading correction and use the trim more - trim for the 500 fpm and see if you can fly the whole approach with little to no control inputs. The closer you get to that, the easier even approaches to mins will be.
I really appreciated the instructor input. Coming from a student nearing the end of my commercial course I know what its like to have unfavorable and over bearing instructors that only point out the negative. I have flown with over a dozen instructors throughout my training and this guy seems to be quite the catch.
I learned to fly in a Cessna 150 then transitioned to a 172. It was like moving from a lively but low-powered MG 2-seater to a 6-cylinder Chevy sedan. The 172 was physically harder to fly but very solid and I did much of my Commercial training in it. Then I moved to a Piper Arrow, a fast machine with retractable gear and a constant-speed prop. What a sweet airplane! I spent dozens of hours in it in Instrument training, flying bizarre approaches and holding patterns, some times in actual IMC but always under the hood. Talk about fun! There is nothing more beautiful than flying through the air, or navigating thorough clouds and fog to a distant destination.
I've only been an observer thus far. Never commenting on videos or anything like that but this one absolutely deserves a comment. You two make a great team together and honestly I am a bit jealous. I am in line to start my PPL next month (June 6, 2016) and I can only hope to be in your place one day. You are very detail oriented in all your videos which all came together on this approach. I usually like watching your videos in which you bring new people up (i.e. Avery's take-off smile) but the teamwork you and Brandon showed on this flight alone has gotten me so excited for my flight training. Keep up the great work and it will take you wherever you want. Thank you for the videos. Keep flying safe.
Been flying for 40 years, started in the 172...flew helicopters in the army for 30 years, and King Air’s overseas for the past 4 years. Thank goodness for the iPad’s/ForeFlight/stratus tools....great for SA and simplifies the ‘head work’ of flying IMC. Great crew/CRM work...keep doing it and keep challenging yourself...only way one gets better as a professional pilot.
Fun stuff. I enjoy watching your videos. You are on a life long adventure my friend. I have been a professional pilot now for 30 years. Hopefully you will always have the enthusiasm and enjoyment throughout your career as I have. I have not flown single engine planes sine about 1990. Watching your videos brings all of the excitement of the early years right back. Thanks for the videos. They are terrific. Have fun, be safe. If you are ever around the DFW airport stop in at CAE and I'll give you a tour and maybe hop in a simulator. I'm fleet chief over the Falcon 2000EX EASy.
Steven Ford - Your comment was 5 years ago, but I'll give you a shot. I live in Ft. Worth working on F-35s. I haven't done any serious flying in many years, but I want to get current & start work on a CFI soon. I have a commercial/instrument & about 300 hours. I'd like to instruct as a job. There are so many flight school options in DFW it's hard to decide. I'm thinking part 141 college, but am up for any suggestions you, or others may have for instruction. Thanks!
GRRrreat video! Brings back some memories of working on my IFR ticket. The one thing I did not hear was any mention of MDA. You always want to know what is the minimum until you have that runway environment in sight. My CFII taught to call out 500 feet to MDA, 300 feet, 100 feet, finally MDA.
4 years late after watching from the beginning...impressed-and NOT surprised...and boy, I felt your instructors emotional pride at the sweet approach and landing...hugs of congrats to both o’ y’uns...grin Chas
The instructor said, "remember to pitch for airspeed, power for altitude". I watch a lot of aviation videos and I know this is always taught this way, but whenever I'm landing or taking off (I'm just a flight simmer), my brain is always thinking to adjust pitch for altitude and power for speed. I realize this is the wrong way to think about it for making adjustments in decent rates but what I do not understand is why? At face value both patterns of thought seem to give the same result but I must be missing something. Maybe someone can explain why you're taught that pitch is for speed and power is for altitude? By the way, I'm not sure if you and Brandon are friends or if this is just how he treats all of his students, but he is the best instructor I've ever seen, I love his attitude and the way he guides you through this. A good teacher is one that is able to get inside your head to know what your thought processes are and correct them before you even make the mistakes you're about to make, or to help you fix your mistakes. I taught guitar for many years and Brandon has a very similar way of connecting with his students. Great video!
Wow! Nice flight and control of situation. IFR is easy when you know you have the VFR as the second choice if things goes bad. When you just have one option, its become tricky.
Nice video! A bit too much of pressure and talking of the instructor in my opinion. Instrument flying is very very easy once you do it regularly and very very difficult at the beginning. Good briefing before the flight, the awareness of the common errors (a good portion of them are caused by the mere fact that a student pilot in IMC is nervous) helps. Do it in a simulator a couple of times to train your brain for the correct scanning technique. There is no rocket science behind an ILS, just a sequence of quite a lot of small steps and actions. I do not fly C172's a lot, I would suggest to fly these approaches with 10 deg flaps only, leave the flaps there until touchdown, any flap changes during the apporach produce a lot of pitch changes - very distracting. An ILS runway is plenty long enough for a C172 on a partial flap landing. Nice video - keep up the good work! Happy landings Guido
Guido Warnecke I miss your videos, sir! Watched every single one of them and waiting for some more! I saw you commenting on a brazilian aviation Facebook group once. I'm from Belo Horizonte - Minas Gerais.
Angelita: it is important not to "chase" a pitch on the glide slope. Start with a know power setting and then do only minor adjustments with power and pitch. If you have a strong headwind you may need to add some power, above the "normal" power setting in the approach. The key here is "small" adjustments. Another way to train this on any flight: Set up the aircraft on a descent and watch you ground speed on the GPS. On a 3 deg glide path you would need 600 feet per minute descent rate to maintain on the glide path. The formula: ground speed multiplied by 5. Example: 100 kts ground speed, multiplied by 5 is 5000 feet per minute rate of descent. You hold the rate of descent for that ground speed and you aircraft will stay solid on the glide path, no chasing... Happy landings, Guido
Wow! What an awesome, well-done approach for one still in instrument training! Just _look_ at the localizer & glideslope needles at 16:09! Perfect. Almost at minimums, close to the runway where it's _very_ difficult to keep the needles centered & he's got them bulls eyed! I know this was 8 years ago, but this man was born to fly IFR! He's probably in a very nice career now!
Josh, as an non-instrument rated flyer, I was super-impressed with your performance. Have seen a few in my 33 years of flying GA and Experimental Amateur Home built planes. You are really lucky to have an instructor as good as Brandon - he is "da man!" I once had a "furloughed Pam Am Pilot" as my Instrument Instructor. He yelled and screamed at me, until I made a "one eighty" and went back to the field to NEVER fly with him again. And I did not! Josh, you are an excellent "manipulator of the controls," and have a great aviation career ahead of you. I'm jealous as hell :) Nice video, thanks, N-6395T p.s. the movement of the carb heat knob was really telling and important. I am one of those trained to have that carb heat: Either FULL ON - or FULL OFF. Halfway, sometimes, cools the air to 32degrees F - and with moisture, ICE!
You are a great pilot and you will only get better as the hours add up. Very nice job for a student pilot. My first IFR approach was an ILS into BWI (Baltimore) right down to the minimums. I will never forget that feeling. Great job and safe and long flying career!
Wow! I agree with Jonny Hyman’s... confusing to hear “pull power”, though I’m sure sure you and your instructors already have a common understanding on communication. Great job!
A challenge met brilliantly by both you...excellent flying...to say "reduce power"...makes more sense. Wishing you many more hours of sensible flying. Thanks for the video.
Good video! I still remember the first approach I flew down to minimums, it's amazing how close you are to the runway when you pop out at 200'. One small concern I have is that I didn't see either you or the instructor paying much attention to the actual decision height; my instructor always had me call out key altitudes, state aloud the actual altitude that we would go missed at as we started down the ILS glideslope, and count down at 100' intervals for the last few hundred feet. I realize that some of that may have been edited out of the video, but it's still a good thing to think about.
The fact that I can't find instructors this good is one reason I am still low time VFR. I can see the two of you work exceptionally well together. I am so jealous. And thank you for including subtitles. On some videos even with clear trans and zero static the pilot and ATC are rattling it off so fast I only get a few words. You can't learn when you can't understand the voice com. And great job all around. I won't say you make it look easy but even making it look possible makes me re-consider going for my I.R. As we say the sky's the limit. Never know till ya try. So thanks! T/W and out.
Jeez! You made feel I was inside that cockpit. I've followed you since your beginnings and I can 100% guarantee this is the best video you've uploaded so far. Congratulations dude!
Nice job. Brings back memories. On an ILS approach to minimums into KLNS in rain with a stiff crosswind, I made the mistake of initiating a turn to the runway when I saw it 20 degrees to the right of the nose. Rick, my flight instructor, quickly stated "Hold your heading!". He was so right, my current heading was working to keep me on the localizer, so it would get me to the runway....minus any shift in winds as we descended. The temptation to point the nose at the runway was VERY strong when it is all you can see. Fly safe!
Great video. One suggestion I would have is to get in the habit of calling out your altitude and the minimum altitude ie. 500 for 300 . This helps to know when you have to go missed and don't find yourself below minimums on the approach
9:33 and your instructors facial expression is priceless. God bless fearless CFIs.. Mine sure was. Tom Bogart,, if you ever see this comment,between jet jockey runs, I appreciated you.
Your flight instructor has great demeanor. Just the right amount of encouragement and hand slapping. Well I know he doesn’t slap your hand that goes back to my day but you get what I mean. We both have a approach to minimums as our first in our logbooks. I don’t remember being too stressed out and found the challenge exhilarating. I found having perfectly centered needles right down to the ground to be extremely satisfying. I’m sure you did as well. Great job by you.
What said when you landed: Now, THAT'S impressive! You have a lot to be proud of - not the least of which is inspiring folks like me to add flying to my life experience. Thank you for that.
Had to go back and watch this today. I remember watching it when it early last year when I started on my instrument ticket. Just passed my ride last Friday. Fun to see it now after all that work.
Awesome mate. I remember my first IFR landing. I popped out at about 1000 AGL and that was scary. Never had to go right down to minimums, let alone as my first.
Great video! I have the deepest respect for this performance and for you both, Congrats! I like the "Wow" and the slap on the back at 16:55, great human and noble reaction and character!
Well done from a retired airline pilot!! You guys just blew the lid off the insanity of setting personal minimums and never violating them. Thank you Brandon for not buying into this stuff and passing it along to your students, and here's why. When training for your instrument rating, all approaches are flown to minimums. When you take your check ride, the examiner makes you fly all approaches to minimums. Then the idiots at the AOPA and other people will tell you to set personal minimums for yourself and never violate them. This instills in pilots an irrational fear that there is some hidden danger below their personal minimums. I was at an AOPA seminar once where the presenter passed around a document for those IFR rated pilots to SIGN vowing they would never violate there personal minimums! If you have personal minimums, you will never be a better pilot than your personal minimums. Let's say you are told to never go below 800 and 2 miles. You get to your destination and it is 500 and 1 mile. Are you REALLY going to divert rather than continuing to descend for another 300 feet? Diverting is far more challenging than continuing to descend an little longer. I have one suggestion for you on the approach you flew. I would have stayed at 4000 feet until intercepting the glideslope. If you are at 4,000 feet, and your clearance is to maintain at or above 3000 feet until the intercepting the localizer, stay at the higher altitude and intercept the glide slope from there. This gives you more time to figure out the power setting required to keep it centered. Just a suggestion for an otherwise well flown approach.
Great video, great flight, and excellent use of CRM! I really like the fact that you learn a lesson with each flight. The best pilot is the one that is always willing to learn something new and take constructive critiquing. Blue skies brotha!
Your radio was really staticy/hard to hear but I think the controller said that the runway lights would be at full intensity but never specifically confirmed the approach lights.
Andy Plater i specifically heard the controller actually ask if you mean he runway or approach lights and you responded to confirm the runway lights will be on so I think it was a misunderstanding
Was just about to comment on the same thing (two years too late hehe). Anyways, great video! I've watched it several times now, the co-pilot/instructor is really switched on there..! ;)
+MrAviation101 That was some great flying and great voice over explanations too. I am student private pilot and haven't flown in several months due to money issues but I'll be back luckily in about two weeks to do a flight review with my CFI to get back on track and take my last 8 hours in training before my exam. Just wanted to say your videos are pretty awesome and I look forward to improving as well as you improve with every flight. True words spoken at the end ''test your limits, but do so responsibly'', ''cant be afraid to make mistakes''. Simply amazing, great flying and just great overall take on things. Your CFI was pretty damn proud, haha it just comes through the vid with his ''wow.....wow''. Safe flying and greetings from Santa Cruz, Bolivia.
U R Correct Sir. out of 1700 hours TT & maybe 400+ actual only made 1 ILS to miniums of 200' But vis was 1 mile & no Wind at Columbus GA with Alternate Chattanooga. The LOC & GS never moved off center ounce established. I kept taping the VOR head thinking it Quit with a stuck Flag but it was Right on, best ILS approach I ever made. Grate Video Man. You young kids have all the fun.
Before taking any lessons for the instruments ratings I suggest everybody to practice instrument landings all the way down to minimums in a flight simulator. In real life it is extremely intense.
sometimes folks dont realize how difficult this is to do .....u have to fight the urge to do what ur body is telling u to do all the time and trust ur instruments ....it takes quite a bit of time till u begin to feel somewhat confident in the cockpit ...
I know, it is the strangest thing that we trust our body feel over instruments. My father was a private pilot, twin and instrument rated with plenty of experience. One time he was distracted with something, got caught up in a cloud and came out of it, as he said, "Fat, dumb, and happy" in a tightening spiral. In the meantime his body said he was flat and level!
At 2:33. didn't she ask for rwy for app lights? And your instructor said "thank you for the [runway] lights." Then at 4:06 you said the approach lights weren't on. It's because you didn't request for them to be on, right? Great video, amazing landing, and amazing footage! Keep it up!
My instructor was like this one: patient, helpful and positive. It's a magical combination that every flight instructor aspires to. This video reminds me of a very instructive IFR flight and the need to trust the instruments. We were shooting approaches in solid cloud and picking up some ice as we climbed out for home. The airspeed indicator dropped to zero as my internal gyros suddenly tumbled. My body leaned left (I told my instructor what was happening) but the instruments said we were level and I believed the latter. I turned on the pitot heat, got the ASI back and we climbed out of the ice and headed home. There was ice on the wings so the approach was in the dark at near cruise speed just to be safe. It was scary fun!
`Even though I have my instrument rating now I never got to do an actual approach in actual conditions, let alone to minimums (the bad part of taking IFR lessons in the winter in NY), so this was cool to watch! Good job
I agree. I am not so convinced as some are, about the appropriateness of the instructor's constant advice during the descent. In my experience, the pilot is usually already taking the correct action to regain the glideslope. It is too easy for the pilot monitoring to pick up a deviation, which is probably already being addressed.
A little detail I loved...right in the beginning...the ATC telling you to descend, then your response, then fade the audio...then your intro. Just a cool bit of editing.
Great video! A little comment: The controller cleared you to the approach and limited you to 3,000' until established (NOT to GARYS). Once you're established, you are automatically cleared to descend to 2,700' (per the approach plate). Additionally, GARYS is the FAF only for the localizer approach. For ILS approaches, the FAF occurs once you intercept the GS at 2,700' (which is marked by the lightning bolt symbol on the profile view of the plate - that's what the FAA calls PFAF, or precision final approach fix).
+talreichert MrAviation101, thank you VERY much for videoing, editing, and sharing such an awesome video. As a soon-to-be instrument student pilot, this was great to watch. Great landing too! Is talreichert’s comment correct? It seems so to me, but I’m just learning. At about 8:30, ATC said “Maintain 3000 until established on the final approach course” and, given the reference to “course,” I’m guessing that just means stay above 3,000 until you know that you’re established on the 126 course because you’ve got the localizer needle centered After you’re established so that ATC’s 3000 limitation is removed, I guess you could just stay at 3000 until you intercept the GS, but I think that you could have descended 2700, the minimum GS intercept altitude show on the chart. At 14:36, after you were beyond GARYS, you show the instruments with you above the glideslope. And then, at about 14:50, your instructor said “that glide slop is getting way beneath you.” I’ve noticed that sometimes the ILS lightning bolt and the LOC cross are co-located points in space. In this case, however, the plate shows the glide slope intercept and FAF for an ILS precision approach (the lightning bolt) at some distance in advance of the FAF for a non-precision approach (the maltese cross) at GARYS (RU LOM), so I’m guessing that interpreting ATC’s instructions as meaning you should maintain 3000 all the way until you reached GARYS is probably why you were initially above the GS and had to aggressively descend to acquire it. I’m thinking that intercepting the glide slope prior to GARYS would have been a bit more comfortable. Thoughts?
+Joe Andras I haven't received anything on my comment either, I believe what you wrote is correct too. One thing as to what "established" means - if I recall my instrument training right, it does not require that the needle is in the center, but that it's in less-than-full swing (i.e. not in a condition that would require go-around) and moving toward the center. It is not required for it to be in the dead-center before you can call yourself "aligned" and proceed with the approach. It basically requires that you receive and identify the radio aid in question (where and as applicable), that the indicator is not flagged or pegged to either side (i.e. less than full swing). I hope that's helpful.
+Joe Andras Well, it was supposed to be "radio aid" (now fixed), so don't get too attached to it. :-) Good luck in your training! Working on your IFR ticket?
+talreichert Ha. I took it to mean radio-enhanced air, i.e. when your in the air where the localizer needle isn't necessarily centered, but is helping. No worries.I may still adopt it and someday you can take credit for coining it.
I see that you're on NAV page 2 on the 430. NAV page 1 is better for flying the approach in my opinion. Trying to fly the magenta line with precision is a fool's game. On NAV page 1 you have the indicator. If you set up the 430 to show DTK and TRK as long as you keep those the same, you'll stay right on the localizer. Nice job though. I am also quite impressed with your instructor.
You have a good Instructor and good friend in Brandon. He is patient and calm. He give constant positive feedback and constructive easy criticism. Great video and great job to both of you.
All u guys bashing the instructor. I do the same with my students. That's y they call students. They are learning. If u do in a jet that's different story. But these guys are not flying a citation jet or 777. It's a fucking cessna.
I know this is 3 years later... but I was trying to explain minimums to a fellow student pilot and I found this video. Perfect video! Subscribed to your channel and look forward to watching all your videos
Great instruction Brandon. Terrific landing in that soupy condition. My husband always says when in doubt expect the worse. No lights as promised makes risk management the highest priority in decision to land or go miss. Great job you both.
My name is Denny. I'm a sim pilot doing my best to learn by the #s, just like you. I've decided to stop watching tutorials by other sim pilots because of their poor flight habits. You are my master class. I'm just about ready for my IFR pilot edge tests. Because of your video's I might just pass. You are an excelant teacher.
Fucking fantastic
Amen
Airforceproud95 relax
Ohhhh worlds collide mr aviation and airforceproud
PronePrism Hahaha
lol
Notice the pilot's eyes... He's not fixated on any one instrument, and he NEVER, not once, looks outside until he reasonably expects to see the runway. That "pea soup" is incredibly disorienting. Good example of low vis flying.
What an amazing instructor Brandon is. Right in the feels. Good job Josh, incredible work.
Tell your instructor to say "reduce power" instead of "pull power" sounds incredibly similar to "FULL power".. Could get you and him in a bad situation at some point!!
Jonny Hyman We could understand each other. It just sounds that way on the recording :)
Yea, me too. It REALLY sounded to me like FULL Power. I was wondering WHY he said that since you were ABOVE the Glideslope. GREAT video, and GREAT landing!!!
I might go back and add a sub title for "Pull Power" because I too was confused why he would say "Full Power"
I agree...sounds like he was saying "Full Power". This was fun to watch and I was impressed.
Jonny Hyman I was wondering to myself why full power ...? It looks good to me. !
Very good video, a few weeks ago I was shooting a ILS to mins at night in very heavy rain at a uncontrolled airfield and halfway down the approach I remembered to turn on the lights...I almost forgot. Not on a checklist but very important to remember. :)
Yes it is Steve! Thanks for watching. This is a flight I'll always remember. haha
***** I watched that VLOG where you mentioned that. cool videos Bahama man
You did not hear the approach controller properly. She also asked if you meant approach or runway lights and you replied runway. She said the runway lights would be at full intensity due to the PCL failure. She next asked if you wanted anything else but you missed it.
As an IFR student, that was perfect view point, great to see you stay calm/focus, and you can tell your instructor was supportive awhile with good communication. Cheers
You and I don't know each other, but honestly - at 16:55 when you touched down and he said "wow" and put his arm around you - I was so proud of what you had done. I've been watching your progress for months now, and though i don't have PPL as of yet, I hope to soon. I hope my training goes as well as yours has. Great job! Thanks for the video's. Fly safe.
Thank you!
+75Bird455 Have you gotten it yet?
He put his arms around him because he was glad to be on the ground. Instructor was wayyy to nervous that whole approach. Imo he was acting like it was his first ils approach... to minimums and was not confident in his abilities
@Laverne Johnson He's out there actually doing things with his life and documenting his whole journey. What have you accomplished in your life lately?
@@12220627 Not so sure about your assessment. He was very alert, watching, checking and flying.
If that is your CFI he is the single most nervous individual in the right seat I have seen. Great video, great approach. Didn't seem like he needed to comment as much as he was. You did great!
You need to get out more.
I agree.. It just showed his nervousness and the hug at the end seemed more of a thank you for getting us on the ground safely than a congratulatory hug...
About the lighting, she never told you that anything other than the runway lights would be on. She didn't confirm the approach lighting would be on. Listen from like 2:30 on. When I listened to this the first time I was saying to myself, "She never confirmed anything other than the runway lights."
+mr3856a ATC did confirm the runway lights would be on high intensity though.
"991 the pilot-controlled lighting is out of service, so they're leaving everything on high." Sounds like confirmation to me. Someone dropped the ball.
@Laverne Johnson - According to them, they did check for NOTAMS, and there were none. Since you're calling them liars, please post the proof.
I know sometimes if the light are left on “Pilot control mode” they would automatically switch back on low during a certain time period.
@@ProfessionalPilot Look at 2:30. The controller asks if he is asking about the APP lights or the RWY lights as she says all RWY lights will be on high. He answers thank you. The pilot caused the confusion, not the controller.
Videos like this are why I want to start flying. Pilot, aircraft, and sky working together to create memories. I bet this is a flight you'll never forget!
Never!!
I feel the controller never confirmed ALS would be on. She actually asked whether you were referring to the ALS or Runway lights and then proceeded to declare that all the RUNWAY lights would be on. Perhaps she should have specifically mentioned that ALS was out though. Nice video. Congrats on nailing the approach.
Good catch. I caught that too.
you kissed the surface of that runway like a pro man good job!
Yes, that touch down was sweet!
Beautiful! You dont know how much I miss flying, I couldn't afford my commercial career after getting my pp license. Videos like this cheer me up for not giving up. Cheers from Mexico city
But you did give up?
Great job teaching, letting the student fly the entire approach. Tap the rudder for the minor heading correction and use the trim more - trim for the 500 fpm and see if you can fly the whole approach with little to no control inputs. The closer you get to that, the easier even approaches to mins will be.
Josh, handled that calm and cool. You guys are a great team. Brandon did well.
I really appreciated the instructor input. Coming from a student nearing the end of my commercial course I know what its like to have unfavorable and over bearing instructors that only point out the negative. I have flown with over a dozen instructors throughout my training and this guy seems to be quite the catch.
Awesome!! ...I'd strongly recommend you invest in an electric attitude indicator for backup.
Can’t the IPad with foreflight do that?
@@Mrcaffinebean I think it’s still It’s not certified to be relied on, would be a good idea to get a battery operated back up
Just my opinion...isn't that why partial panel flying is a part of the IFR checkride?
WOW! That was amazing!! Could you please do another video with Brandon?
Wow, that was about the most intense approach I've seen on UA-cam, well done.
Good video, and Brandon was a great instructor, he kept calm and let you fly the airplane.
I was on the edge of my seat watching, when you were in the clouds with no visual reference.. Great Cool Calm & Collected flying ..
I learned to fly in a Cessna 150 then transitioned to a 172. It was like moving from a lively but low-powered MG 2-seater to a 6-cylinder Chevy sedan. The 172 was physically harder to fly but very solid and I did much of my Commercial training in it. Then I moved to a Piper Arrow, a fast machine with retractable gear and a constant-speed prop. What a sweet airplane! I spent dozens of hours in it in Instrument training, flying bizarre approaches and holding patterns, some times in actual IMC but always under the hood. Talk about fun!
There is nothing more beautiful than flying through the air, or navigating thorough clouds and fog to a distant destination.
I've only been an observer thus far. Never commenting on videos or anything like that but this one absolutely deserves a comment. You two make a great team together and honestly I am a bit jealous. I am in line to start my PPL next month (June 6, 2016) and I can only hope to be in your place one day. You are very detail oriented in all your videos which all came together on this approach. I usually like watching your videos in which you bring new people up (i.e. Avery's take-off smile) but the teamwork you and Brandon showed on this flight alone has gotten me so excited for my flight training. Keep up the great work and it will take you wherever you want. Thank you for the videos. Keep flying safe.
How did you go. Did you start your PPL? Did you finish it? Since it's been almost 1 year and a half. I hope it's been great.
Been flying for 40 years, started in the 172...flew helicopters in the army for 30 years, and King Air’s overseas for the past 4 years. Thank goodness for the iPad’s/ForeFlight/stratus tools....great for SA and simplifies the ‘head work’ of flying IMC. Great crew/CRM work...keep doing it and keep challenging yourself...only way one gets better as a professional pilot.
Fun stuff. I enjoy watching your videos. You are on a life long adventure my friend. I have been a professional pilot now for 30 years. Hopefully you will always have the enthusiasm and enjoyment throughout your career as I have. I have not flown single engine planes sine about 1990. Watching your videos brings all of the excitement of the early years right back. Thanks for the videos. They are terrific. Have fun, be safe. If you are ever around the DFW airport stop in at CAE and I'll give you a tour and maybe hop in a simulator. I'm fleet chief over the Falcon 2000EX EASy.
Steven Ford (
Steven Ford - Your comment was 5 years ago, but I'll give you a shot. I live in Ft. Worth working on F-35s. I haven't done any serious flying in many years, but I want to get current & start work on a CFI soon. I have a commercial/instrument & about 300 hours. I'd like to instruct as a job. There are so many flight school options in DFW it's hard to decide. I'm thinking part 141 college, but am up for any suggestions you, or others may have for instruction. Thanks!
Powerful IFR.
Wooow!! Awesome!! I was holding my breath until the airfield was seen! Thank you for this amazing experience!
GRRrreat video! Brings back some memories of working on my IFR ticket. The one thing I did not hear was any mention of MDA. You always want to know what is the minimum until you have that runway environment in sight. My CFII taught to call out 500 feet to MDA, 300 feet, 100 feet, finally MDA.
This is an excellent video. Narration was placed in just the right places and very informative. :)
Thanks!
4 years late after watching from the beginning...impressed-and NOT surprised...and boy, I felt your instructors emotional pride at the sweet approach and landing...hugs of congrats to both o’ y’uns...grin
Chas
Josh, for me, being a simple PPL I never ever seen a young guy performing a so proffessional job as you did. Congtrats!
The instructor said, "remember to pitch for airspeed, power for altitude". I watch a lot of aviation videos and I know this is always taught this way, but whenever I'm landing or taking off (I'm just a flight simmer), my brain is always thinking to adjust pitch for altitude and power for speed. I realize this is the wrong way to think about it for making adjustments in decent rates but what I do not understand is why? At face value both patterns of thought seem to give the same result but I must be missing something. Maybe someone can explain why you're taught that pitch is for speed and power is for altitude?
By the way, I'm not sure if you and Brandon are friends or if this is just how he treats all of his students, but he is the best instructor I've ever seen, I love his attitude and the way he guides you through this. A good teacher is one that is able to get inside your head to know what your thought processes are and correct them before you even make the mistakes you're about to make, or to help you fix your mistakes. I taught guitar for many years and Brandon has a very similar way of connecting with his students. Great video!
Hands down the best video I have seen you post! What an intense situation but Brandon did an awesome job coaching you through it! Great job!
Intense. Could see how laser focused you were on those gauges, but when you broke out the whole mood became one of relief. Great instructor too!
Wow! Nice flight and control of situation. IFR is easy when you know you have the VFR as the second choice if things goes bad. When you just have one option, its become tricky.
Instrument proficiency, especially in ILS approaches is a life saver and should be developed through practice. Well done.
Nice video!
A bit too much of pressure and talking of the instructor in my opinion.
Instrument flying is very very easy once you do it regularly and very very difficult at the beginning.
Good briefing before the flight, the awareness of the common errors (a good portion of them are caused by the mere fact that a student pilot in IMC is nervous) helps.
Do it in a simulator a couple of times to train your brain for the correct scanning technique.
There is no rocket science behind an ILS, just a sequence of quite a lot of small steps and actions.
I do not fly C172's a lot, I would suggest to fly these approaches with 10 deg flaps only, leave the flaps there until touchdown, any flap changes during the apporach produce a lot of pitch changes - very distracting. An ILS runway is plenty long enough for a C172 on a partial flap landing.
Nice video - keep up the good work!
Happy landings
Guido
Guido Warnecke I miss your videos, sir! Watched every single one of them and waiting for some more!
I saw you commenting on a brazilian aviation Facebook group once. I'm from Belo Horizonte - Minas Gerais.
Thank you - muito obrigado.
i will have some videos up shortly.
Greetings to MG & happy landings,
Guido
+Guido Warnecke I have a question to mantain the GS I could control the pitch only with power setting ??????
Angelita: it is important not to "chase" a pitch on the glide slope. Start with a know power setting and then do only minor adjustments with power and pitch. If you have a strong headwind you may need to add some power, above the "normal" power setting in the approach.
The key here is "small" adjustments.
Another way to train this on any flight: Set up the aircraft on a descent and watch you ground speed on the GPS. On a 3 deg glide path you would need 600 feet per minute descent rate to maintain on the glide path.
The formula: ground speed multiplied by 5.
Example: 100 kts ground speed, multiplied by 5 is 5000 feet per minute rate of descent.
You hold the rate of descent for that ground speed and you aircraft will stay solid on the glide path, no chasing...
Happy landings,
Guido
+Guido Warnecke I would practice the formula in my sim by the way I appreciate your advice .Thanks a lot guido and happy landings too..
Wow! What an awesome, well-done approach for one still in instrument training! Just _look_ at the localizer & glideslope needles at 16:09! Perfect. Almost at minimums, close to the runway where it's _very_ difficult to keep the needles centered & he's got them bulls eyed! I know this was 8 years ago, but this man was born to fly IFR! He's probably in a very nice career now!
Josh, as an non-instrument rated flyer, I was super-impressed with your performance. Have seen a few in my 33 years of flying GA and Experimental Amateur Home built planes.
You are really lucky to have an instructor as good as Brandon - he is "da man!" I once had a "furloughed Pam Am Pilot" as my Instrument Instructor. He yelled and screamed at me, until I made a "one eighty" and went back to the field to NEVER fly with him again. And I did not!
Josh, you are an excellent "manipulator of the controls," and have a great aviation career ahead of you. I'm jealous as hell :) Nice video, thanks, N-6395T
p.s. the movement of the carb heat knob was really telling and important. I am one of those trained to have that carb heat: Either FULL ON - or FULL OFF. Halfway, sometimes, cools the air to 32degrees F - and with moisture, ICE!
Well done. Great instructor. You were both pretty calm.
You are a great pilot and you will only get better as the hours add up. Very nice job for a student pilot. My first IFR approach was an ILS into BWI (Baltimore) right down to the minimums. I will never forget that feeling. Great job and safe and long flying career!
I'm sure that Brooke was securely belted in WOW what a approach and landing. Super Job !!!
Wow! I agree with Jonny Hyman’s... confusing to hear “pull power”, though I’m sure sure you and your instructors already have a common understanding on communication. Great job!
A challenge met brilliantly by both you...excellent flying...to say "reduce power"...makes more sense. Wishing you many more hours of sensible flying. Thanks for the video.
Good video! I still remember the first approach I flew down to minimums, it's amazing how close you are to the runway when you pop out at 200'.
One small concern I have is that I didn't see either you or the instructor paying much attention to the actual decision height; my instructor always had me call out key altitudes, state aloud the actual altitude that we would go missed at as we started down the ILS glideslope, and count down at 100' intervals for the last few hundred feet. I realize that some of that may have been edited out of the video, but it's still a good thing to think about.
The fact that I can't find instructors this good is one reason I am still low time VFR. I can see the two of you work exceptionally well together. I am so jealous.
And thank you for including subtitles. On some videos even with clear trans and zero static the pilot and ATC are rattling it off so fast I only get a few words. You can't learn when you can't understand the voice com.
And great job all around. I won't say you make it look easy but even making it look possible makes me re-consider going for my I.R. As we say the sky's the limit. Never know till ya try. So thanks! T/W and out.
Jeez! You made feel I was inside that cockpit. I've followed you since your beginnings and I can 100% guarantee this is the best video you've uploaded so far. Congratulations dude!
completely and totally awesome that that was the first time that I have witnessed a true IFR ILS approach
Excellent video. Why are my palms sweating?!
Nice job. Brings back memories. On an ILS approach to minimums into KLNS in rain with a stiff crosswind, I made the mistake of initiating a turn to the runway when I saw it 20 degrees to the right of the nose. Rick, my flight instructor, quickly stated "Hold your heading!". He was so right, my current heading was working to keep me on the localizer, so it would get me to the runway....minus any shift in winds as we descended. The temptation to point the nose at the runway was VERY strong when it is all you can see. Fly safe!
Great video. One suggestion I would have is to get in the habit of calling out your altitude and the minimum altitude ie. 500 for 300 . This helps to know when you have to go missed and don't find yourself below minimums on the approach
Great tip! I'll keep that in mind.
9:33 and your instructors facial expression is priceless. God bless fearless CFIs.. Mine sure was. Tom Bogart,, if you ever see this comment,between jet jockey runs, I appreciated you.
Awesome Job Josh! As a student pilot i`ve learned a lot from you and i still am! Outstanding! Fly Safe!
Your flight instructor has great demeanor. Just the right amount of encouragement and hand slapping. Well I know he doesn’t slap your hand that goes back to my day but you get what I mean. We both have a approach to minimums as our first in our logbooks. I don’t remember being too stressed out and found the challenge exhilarating. I found having perfectly centered needles right down to the ground to be extremely satisfying. I’m sure you did as well. Great job by you.
Love the hug at the end... Great video
What said when you landed: Now, THAT'S impressive! You have a lot to be proud of - not the least of which is inspiring folks like me to add flying to my life experience. Thank you for that.
great instructor,
thanks for the video
Had to go back and watch this today. I remember watching it when it early last year when I started on my instrument ticket. Just passed my ride last Friday. Fun to see it now after all that work.
Great job!! One of your best videos. It kept me in tension till the very end :)
Awesome mate. I remember my first IFR landing. I popped out at about 1000 AGL and that was scary. Never had to go right down to minimums, let alone as my first.
Great video! I have the deepest respect for this performance and for you both, Congrats! I like the "Wow" and the slap on the back at 16:55, great human and noble reaction and character!
Well done from a retired airline pilot!! You guys just blew the lid off the insanity of setting personal minimums and never violating them. Thank you Brandon for not buying into this stuff and passing it along to your students, and here's why. When training for your instrument rating, all approaches are flown to minimums. When you take your check ride, the examiner makes you fly all approaches to minimums. Then the idiots at the AOPA and other people will tell you to set personal minimums for yourself and never violate them. This instills in pilots an irrational fear that there is some hidden danger below their personal minimums. I was at an AOPA seminar once where the presenter passed around a document for those IFR rated pilots to SIGN vowing they would never violate there personal minimums! If you have personal minimums, you will never be a better pilot than your personal minimums. Let's say you are told to never go below 800 and 2 miles. You get to your destination and it is 500 and 1 mile. Are you REALLY going to divert rather than continuing to descend for another 300 feet? Diverting is far more challenging than continuing to descend an little longer. I have one suggestion for you on the approach you flew. I would have stayed at 4000 feet until intercepting the glideslope. If you are at 4,000 feet, and your clearance is to maintain at or above 3000 feet until the intercepting the localizer, stay at the higher altitude and intercept the glide slope from there. This gives you more time to figure out the power setting required to keep it centered. Just a suggestion for an otherwise well flown approach.
Great video, great flight, and excellent use of CRM! I really like the fact that you learn a lesson with each flight. The best pilot is the one that is always willing to learn something new and take constructive critiquing. Blue skies brotha!
You'll never forget your first approach to minimums, great job.
Your radio was really staticy/hard to hear but I think the controller said that the runway lights would be at full intensity but never specifically confirmed the approach lights.
Great catch! I think you are right... The radio was hard to hear so we didn't catch that during the actual flight.
Andy Plater Gary pettis
Andy Plater i specifically heard the controller actually ask if you mean he runway or approach lights and you responded to confirm the runway lights will be on so I think it was a misunderstanding
Was just about to comment on the same thing (two years too late hehe). Anyways, great video! I've watched it several times now, the co-pilot/instructor is really switched on there..! ;)
Wow. . That was great! Entertaining and informative. . . I learned so much. 9 years later lol
+MrAviation101 That was some great flying and great voice over explanations too. I am student private pilot and haven't flown in several months due to money issues but I'll be back luckily in about two weeks to do a flight review with my CFI to get back on track and take my last 8 hours in training before my exam. Just wanted to say your videos are pretty awesome and I look forward to improving as well as you improve with every flight. True words spoken at the end ''test your limits, but do so responsibly'', ''cant be afraid to make mistakes''. Simply amazing, great flying and just great overall take on things. Your CFI was pretty damn proud, haha it just comes through the vid with his ''wow.....wow''. Safe flying and greetings from Santa Cruz, Bolivia.
Well done, there's nothing like seeing the runway right at minimums, and well prepared to go missed....nice job and great video
awesome video, awesome approach, and awesome instructor!
U R Correct Sir. out of 1700 hours TT & maybe 400+ actual only made 1 ILS to miniums of 200' But vis was 1 mile & no Wind at Columbus GA with Alternate Chattanooga. The LOC & GS never moved off center ounce established. I kept taping the VOR head thinking it Quit with a stuck Flag but it was Right on, best ILS approach I ever made. Grate Video Man. You young kids have all the fun.
Before taking any lessons for the instruments ratings I suggest everybody to practice instrument landings all the way down to minimums in a flight simulator. In real life it is extremely intense.
sometimes folks dont realize how difficult this is to do .....u have to fight the urge to do what ur body is telling u to do all the time and trust ur instruments ....it takes quite a bit of time till u begin to feel somewhat confident in the cockpit ...
I know, it is the strangest thing that we trust our body feel over instruments. My father was a private pilot, twin and instrument rated with plenty of experience. One time he was distracted with something, got caught up in a cloud and came out of it, as he said, "Fat, dumb, and happy" in a tightening spiral. In the meantime his body said he was flat and level!
@@Lehmann108 wow!
Thanks for posting this. I haven’t flown in 10 Years and your videos are helping to get me back in the saddle
At 2:33. didn't she ask for rwy for app lights? And your instructor said "thank you for the [runway] lights." Then at 4:06 you said the approach lights weren't on. It's because you didn't request for them to be on, right? Great video, amazing landing, and amazing footage! Keep it up!
Why would anyone NOT want them to be left on since it was IFR plus the PCL was inop?
For ILS approaches, PAPIs are not to be used when the vis is < 1 or CIG < 010.@@markemanuele1929
@@batrarohit1 Good point..., but I was talking about the ALS off the approach end of the runway.
My instructor was like this one: patient, helpful and positive. It's a magical combination that every flight instructor aspires to. This video reminds me of a very instructive IFR flight and the need to trust the instruments. We were shooting approaches in solid cloud and picking up some ice as we climbed out for home. The airspeed indicator dropped to zero as my internal gyros suddenly tumbled. My body leaned left (I told my instructor what was happening) but the instruments said we were level and I believed the latter. I turned on the pitot heat, got the ASI back and we climbed out of the ice and headed home. There was ice on the wings so the approach was in the dark at near cruise speed just to be safe. It was scary fun!
You're so fricken inspirational. You make me want to CFIT.
No no, don’t CFIT. That means to crash.
Controlled
Flight
Into
Terrain hahha
Only 3 minutes in an I already love this video! Lots of good real-world experience info with a dramatic flair to make it interesting
`Even though I have my instrument rating now I never got to do an actual approach in actual conditions, let alone to minimums (the bad part of taking IFR lessons in the winter in NY), so this was cool to watch! Good job
7 minutes in and I really like Brandon as an instructor. Helpful yet laid back. No screaming like the old days.
Great job! Love your videos :) greetings from France!
Thanks!
+MrAviation101 Greetings form Poland to. Nice job ;)
It's nice to see weather once in a while. Here in Arizona, we have severe clear all the time.
"Full power full power!" I would have firewalled it and started the go round.
I agree. I am not so convinced as some are, about the appropriateness of the instructor's constant advice during the descent. In my experience, the pilot is usually already taking the correct action to regain the glideslope. It is too easy for the pilot monitoring to pick up a deviation, which is probably already being addressed.
Good thing when you guys can communicate this well.
Brandon is my flight instructor in Addison,TX
He is the best
A little detail I loved...right in the beginning...the ATC telling you to descend, then your response, then fade the audio...then your intro. Just a cool bit of editing.
One of my favourite videos!
I had the biggest grin on my face when you landed that!! Good work man!
Great video!
A little comment:
The controller cleared you to the approach and limited you to 3,000' until established (NOT to GARYS). Once you're established, you are automatically cleared to descend to 2,700' (per the approach plate).
Additionally, GARYS is the FAF only for the localizer approach. For ILS approaches, the FAF occurs once you intercept the GS at 2,700' (which is marked by the lightning bolt symbol on the profile view of the plate - that's what the FAA calls PFAF, or precision final approach fix).
+talreichert MrAviation101, thank you VERY much for videoing, editing, and sharing such an awesome video. As a soon-to-be instrument student pilot, this was great to watch. Great landing too!
Is talreichert’s comment correct? It seems so to me, but I’m just learning.
At about 8:30, ATC said “Maintain 3000 until established on the final approach course” and, given the reference to “course,” I’m guessing that just means stay above 3,000 until you know that you’re established on the 126 course because you’ve got the localizer needle centered
After you’re established so that ATC’s 3000 limitation is removed, I guess you could just stay at 3000 until you intercept the GS, but I think that you could have descended 2700, the minimum GS intercept altitude show on the chart.
At 14:36, after you were beyond GARYS, you show the instruments with you above the glideslope. And then, at about 14:50, your instructor said “that glide slop is getting way beneath you.”
I’ve noticed that sometimes the ILS lightning bolt and the LOC cross are co-located points in space. In this case, however, the plate shows the glide slope intercept and FAF for an ILS precision approach (the lightning bolt) at some distance in advance of the FAF for a non-precision approach (the maltese cross) at GARYS (RU LOM), so I’m guessing that interpreting ATC’s instructions as meaning you should maintain 3000 all the way until you reached GARYS is probably why you were initially above the GS and had to aggressively descend to acquire it.
I’m thinking that intercepting the glide slope prior to GARYS would have been a bit more comfortable.
Thoughts?
+Joe Andras I haven't received anything on my comment either, I believe what you wrote is correct too. One thing as to what "established" means - if I recall my instrument training right, it does not require that the needle is in the center, but that it's in less-than-full swing (i.e. not in a condition that would require go-around) and moving toward the center.
It is not required for it to be in the dead-center before you can call yourself "aligned" and proceed with the approach. It basically requires that you receive and identify the radio aid in question (where and as applicable), that the indicator is not flagged or pegged to either side (i.e. less than full swing).
I hope that's helpful.
+talreichert Thanks. I'll definitely think back to your comments re "established" as I train. Also, I really like the expression "radio air."
+Joe Andras Well, it was supposed to be "radio aid" (now fixed), so don't get too attached to it. :-)
Good luck in your training! Working on your IFR ticket?
+talreichert Ha. I took it to mean radio-enhanced air, i.e. when your in the air where the localizer needle isn't necessarily centered, but is helping. No worries.I may still adopt it and someday you can take credit for coining it.
A very wonderful instructor and very good job flying IFR.
I see that you're on NAV page 2 on the 430. NAV page 1 is better for flying the approach in my opinion. Trying to fly the magenta line with precision is a fool's game. On NAV page 1 you have the indicator. If you set up the 430 to show DTK and TRK as long as you keep those the same, you'll stay right on the localizer. Nice job though. I am also quite impressed with your instructor.
Now what did they use in the 70's before Nav page 1 or 2?
You have a good Instructor and good friend in Brandon. He is patient and calm. He give constant positive feedback and constructive easy criticism. Great video and great job to both of you.
***** Eh?
All u guys bashing the instructor. I do the same with my students. That's y they call students. They are learning. If u do in a jet that's different story. But these guys are not flying a citation jet or 777. It's a fucking cessna.
Amen
+Khan Khan I hear you. Your point taken. Not sure what that guy means by "ghetto grammar"
***** that's how I talk. What's the problem with my grammar. Not ur typical cfi man. New York ghetto born and raised and one day will get out of it.
+Khan Khan my point being I don't care about how you speak. Not a problem for me. All the best in your CFI endeavor.
+Fanta Sunkist Respect.
That fight was awesome... Brandon was a good person to have along!
IFR cockpit management is like a chess match. You always have to be thinking five moves ahead.
That is one cool instructor and cool student😎👍
I know this is 3 years later... but I was trying to explain minimums to a fellow student pilot and I found this video. Perfect video! Subscribed to your channel and look forward to watching all your videos
I'm PPL working IFR. I love watching your videos. Your a good young pilot! Blue Skies and Tailwinds!!!!
Great instruction Brandon. Terrific landing in that soupy condition. My husband always says when in doubt expect the worse. No lights as promised makes risk management the highest priority in decision to land or go miss. Great job you both.
Great job, and a great instructor keeping you focused and calm.....
Wow, that was awesome Josh. That's your best video yet - it felt like I was right there with you. Brilliant.
My name is Denny. I'm a sim pilot doing my best to learn by the #s, just like you. I've decided to stop watching tutorials by other sim pilots because of their poor flight habits. You are my master class. I'm just about ready for my IFR pilot edge tests. Because of your video's I might just pass. You are an excelant teacher.