Dan from FlightInsight! I'm so happy to see you working with AOPA. I'm a fan of your channel and I love your work, its kept me up to date and up to speed with flying. Great presentation as always!
Love to see more content! Loved your instrument ground school course, it was the best visualizations I'd ever seen. With that and Sheppard Air, passed my IRA written with a 92%. Glad to see you working with AOPA!
This is exactly the help I need as I 'approach' the completion of my IFR training. Last weekend I got vectored through the final, followed by a 150 degree turn back to it, while trying to get established and lose an excess 1000 ft. of altitude. It really threw my situational awareness out the window. It might have made more sense at the time if I had seen this first. Thanks for putting this together.
Sometimes the PTAC instruction won't include a clearance for the approach, but a clearance to "intercept the localizer/final approach course." This can happen if someone else is ahead of you on the same approach. In this case ATC expects you to maintain the assigned altitude after intercept, but not descend on the glideslope/glidepath until receiving another ATC call of "Cleared for the approach."
Thank you for making the subject so easy to understand even for me as VFR Pilot working on instrument rating. I am keeping your PowerPoint screenshots as my cheat sheets .
Excellent video! Two questions: 1. “no more than 30 degrees intercept”, yet it is 32 degrees in the example. Is there wiggle room? 2. How do ATC determine which fix to give position relative to? The closest? The one you will pass first? Information is only useful for the pilot if they know where they will intercept.
@@HiddenWindshield Well, that's not very precise. And the 7110.65 5-9-2 a. says "maximum interception angle" to be 30 degrees. Exceptions for helicopter, or even lower limits for closer to gate intercepts. So is 32 degrees more than maximum? If yes, is there a fudge factor?
The .65 gives 30 degrees as the max, without mentioning any wiggle room, though in practice controllers may assign this intercept. There's no guidance on which fix to give position information based off, but often it will be the FAF or next fix along the course after the intercept. Sometimes it may be the prior fix though, so in this case would be STEVV.
@@flightinsight9111 Thanks for the reply! One of the contollers on PilotEdge said that the degrees refer to 'track', which makes all the difference. I just had a closer look at .65 and, sure enough: "Assign headings that will permit final approach course interception on a track that does not exceed..."
@@NicolasMedtner thanks for adding this. The key thing to note is that ATC is giving you *headings* to approximate a *track*--they're trying to correct for wind effects with your vector onto final. If they were limited to 30 degrees in *heading*, if the wind was howling strongly enough, they wouldn't be able to vector you onto final from the downwind side. If your crab into the wind had to be >30 degrees, you'd be out of luck. (Yes, the wind would REALLY have to be howling...)
Does this clearance ensure that you intercept the glidepath from below, or is that something the pilot has to pay attention to? I am mentioning it because it looks like 2000 feet might well be above the glidepath at the point where you are intercepting the localizer.
Which approach you're shooting is critical too. It's especially critical when simultaneous parallel approaches are in use at the airport with both being suitable candidates. Even if you're told to "expect ILS 34L" controllers are allowed to assign you other approaches until you're actually cleared. Maybe the glideslope goes out and you're just "cleared localizer approach 34L". Maybe there's an accident and a runway gets shut down, or there are sequencing issues and the pilot ahead of you is slower than expected, and you get 34R instead. Maybe the winds just changed drastically, ATC knows you're not going to land a 25 knot direct crosswind, and suddenly you're "cleared ILS 34L approach, circle to land runway 9". Always copy and read back the specific approach you're cleared for, along with any altitude and heading instructions.
Dan from FlightInsight! I'm so happy to see you working with AOPA. I'm a fan of your channel and I love your work, its kept me up to date and up to speed with flying. Great presentation as always!
Solid presentation and very well put together. Thank you!
Love to see more content! Loved your instrument ground school course, it was the best visualizations I'd ever seen. With that and Sheppard Air, passed my IRA written with a 92%. Glad to see you working with AOPA!
This is exactly the help I need as I 'approach' the completion of my IFR training. Last weekend I got vectored through the final, followed by a 150 degree turn back to it, while trying to get established and lose an excess 1000 ft. of altitude. It really threw my situational awareness out the window. It might have made more sense at the time if I had seen this first. Thanks for putting this together.
Sometimes the PTAC instruction won't include a clearance for the approach, but a clearance to "intercept the localizer/final approach course." This can happen if someone else is ahead of you on the same approach. In this case ATC expects you to maintain the assigned altitude after intercept, but not descend on the glideslope/glidepath until receiving another ATC call of "Cleared for the approach."
I love gaining insight into how ATC works, please keep these coming!
Jam packed w/ goodness! Thanks Dan, really well done.
Very good! Would love to see more presentations like this.
Excellent presentation. Thanks
Your videos are awesome
Thank you for making the subject so easy to understand even for me as VFR Pilot working on instrument rating. I am keeping your PowerPoint screenshots as my cheat sheets .
Useful, thanks
I love this video👍
Excellent!
Doing God’s work here Dan. Thanks for your videos!
Excellent video! Two questions:
1. “no more than 30 degrees intercept”, yet it is 32 degrees in the example. Is there wiggle room?
2. How do ATC determine which fix to give position relative to? The closest? The one you will pass first? Information is only useful for the pilot if they know where they will intercept.
He did say you'll *typically* be given a vector that's no more than 30 degrees off.
@@HiddenWindshield Well, that's not very precise. And the 7110.65 5-9-2 a. says "maximum interception angle" to be 30 degrees. Exceptions for helicopter, or even lower limits for closer to gate intercepts. So is 32 degrees more than maximum? If yes, is there a fudge factor?
The .65 gives 30 degrees as the max, without mentioning any wiggle room, though in practice controllers may assign this intercept. There's no guidance on which fix to give position information based off, but often it will be the FAF or next fix along the course after the intercept. Sometimes it may be the prior fix though, so in this case would be STEVV.
@@flightinsight9111 Thanks for the reply! One of the contollers on PilotEdge said that the degrees refer to 'track', which makes all the difference. I just had a closer look at .65 and, sure enough: "Assign headings that will permit final approach course interception on a track that does not exceed..."
@@NicolasMedtner thanks for adding this. The key thing to note is that ATC is giving you *headings* to approximate a *track*--they're trying to correct for wind effects with your vector onto final. If they were limited to 30 degrees in *heading*, if the wind was howling strongly enough, they wouldn't be able to vector you onto final from the downwind side. If your crab into the wind had to be >30 degrees, you'd be out of luck. (Yes, the wind would REALLY have to be howling...)
Would you ve allowed to recird the info on a voice recorder and read it back from the gate
Does this clearance ensure that you intercept the glidepath from below, or is that something the pilot has to pay attention to? I am mentioning it because it looks like 2000 feet might well be above the glidepath at the point where you are intercepting the localizer.
Oooh I know that voice from Pilot Insight👍🏾👍🏾
10:07 No one says cleared full apch
Your response was incorrect.. but everything is all good.. It’s nit picky..your response ident was 518 not 581
There are only 2 pieces of info you need. Heading and speed. the rest just read atc the title of your plate.
Which approach you're shooting is critical too. It's especially critical when simultaneous parallel approaches are in use at the airport with both being suitable candidates. Even if you're told to "expect ILS 34L" controllers are allowed to assign you other approaches until you're actually cleared. Maybe the glideslope goes out and you're just "cleared localizer approach 34L". Maybe there's an accident and a runway gets shut down, or there are sequencing issues and the pilot ahead of you is slower than expected, and you get 34R instead. Maybe the winds just changed drastically, ATC knows you're not going to land a 25 knot direct crosswind, and suddenly you're "cleared ILS 34L approach, circle to land runway 9".
Always copy and read back the specific approach you're cleared for, along with any altitude and heading instructions.