This is a great video. I have actually worked with Spencer outside of the Aviation industry so it feels special to personally know a celebrity of the Aviation Community.
Spencer I see you're using the suction cup iPad window mount. I'm always afraid of these losing suction due to temperature or air pressure changes, resulting in the iPad tumbling off just when it's needed the most. I bought, from Sporty's of course, the Robust Universal iPad Yoke Mount (for iPad Mini), a extra Robust Mount Shaft 2.75", and a Robust Mount Double Ball Adapter. In the airplane, affix the yoke clamp, adjust the two shafts under the yoke (not above it), swivel the iPad holder 180 degrees (upside-down), tighten once everything fits perfectly. If you don't rotate the iPad holder 180 degrees, then the iPad Mini protrudes upwards to the extent that it blocks the lower section of the G1000 PFD. I use an iPad Mini #5. I've got an Apple Pencil wrapped with velcro in a spiral from one end to the other (buy a roll of 1" adhesive-backed velcro from a craft store), and the other piece of velcro along the right edge of the iPad. I also use a kneeboard just for holding scratch paper to write down clearances, like you. The kneeboard has useful information imprinted into it, such as light gun signals. I've been flying this way for nearly a year, and have experienced zero problems with the iPad mount. When I'm in the simulator, I use the Flight Gear iPad Bi-Fold Kneeboard, also purchased from Sportys. This has a very useful feature: ability to tilt up the iPad mount so it is in the line of sight rather than horizontal. I'm not a paid Sporty's spokesman, just a satisfied customer.
Thanks for watching the video! That tablet and Ram Mount weighs 1.47 lbs. According to the Ram website that suction cup can hold 2 lbs for normal use and 1 lb for heavy duty use....whatever that means 😁 On a related note I have used these exact same suction cups with Gopro cameras attached to the canopy in aerobatic planes. That setup weighs .76 lbs so at 7 Gs it's subject to over 5 lbs of force. I have never had one come off and have used that setup at over 10k' which is a fair amount of ambient air pressure and temperature change from ground level.
Sometimes it blows past the final approach course and has to turn back in. It also tends to s-turn across the ILS localizer a bit. It's not the best integration of a digital flight deck with an analogue auto pilot.
@@h2oski1200 I repeated the exact flight plan preparation (KCRG to KSGJ) as Spencer Suderman in the video, and the altitudes never appear on the map ...
@@ibutchjp can u explain what you mean by "show on the map"? where are you expecting to see them, or what timestamp in the video shows what you're looking for?
@@h2oski1200 2100ft at Orsof, 2000ft at Tunju, etc ... as seen at 3:50 for example. Thanks for the help ! I have the same point names, but no corresponding altitudes displayed.
One comment gave me pause...that flying an approach down to near minimums was somehow "rare." That might be the case for weekend pilots who are flying for fun, but there are a TON of part 91 and 135 operations happening every day that do just that. That's real IMC flying. Not a climb through a layer just to get on top, although a jet often does just that on the way to the upper levels, but many times you might be in a piston twin for hours in IMC, because you are not going above maybe 11,000 since you are not pressurized and have no O2 system. That kind of flying is going on all the time. Missed approaches? You bet. Be ready for all of that if you join the IFR club.
Definitely routine for anyone flying 135 or 121. Spencer’s point (and one of the themes we are emphasizing during IFR Month) is that a 200-hour Private Pilot probably won’t be shooting an ILS to 200 and 1/2 at night all the time. The real value of an instrument rating for that pilot is the ability to fly on marginal VFR days.
@@sportyspilotshop Well I agree that such a pilot as that won't be shooting that ILS to 200 and a 1/2 at night all the time..... however, there is a level of proficiency that goes with being able to do that which everyone holding that IFR ticket really should have..... so that they have the confidence and the cockpit resource management skills to not get into trouble when they really have to rely on what that ticket allows them to do. Perhaps the greatest tool in any pilot's flight is a big package of humility and an accurate self-assessment of what they can and cannot do in their airplane at their current proficiency. I'm thinking specifically of a well known Philadelphia doctor who took off, ironically enough, in his Bonanza a couple of summers ago and took his wife and a daughter with him into a back yard mere miles from PNE. It didn't have to happen. It was exactly the kind of thing that I warned my students about. One local owner, and again, ironically, a doctor who owned a V tail Bonanza (a wonderful airplane) would wisely have me fly that aircraft to pick up his wife and daughter in places like Syracuse New York and fly them back to Reading. That was a refreshing change from the usual doctor attitude. Where I'm going with this is to train more intently to a much higher level of proficiency than you will ever expect to need, and then anything that you encounter in the system will seem familiar, obvious, and easily handled...... making certain that you have the best outcome possible. I would encourage you to keep on putting out the best materials possible, partnering up with people like John King and Rod Machado, and we can all help make aviation the experience it is supposed to be.
Amen. Mother Nature doesn’t know what your personal minimums are, so you need to be able to fly the approach all the way down. We’re just trying to encourage folks to get the rating who might not think they need it - “it’s never 200 and 1/2 at my airport!”
@@sportyspilotshop Exactly. Anybody who wants to do more than fly in the pattern should get that IFR and then remain proficient...and that second part is really, really, really, really important.... because that doctor flying out of PNE had his ticket. He just couldn't replicate his check ride proficiency that day.
@Art Houston Thanks for watching the video and sharing your thoughts. The hardest thing to teach is judgement...some people will always believe they possess a level of skill they simply don't. It's called the Dunning Kruger Effect. I see it all the time during aerobatic instruction and spin training. The gap between learning and mastering often leads to fatal outcomes for overconfident pilots.
Neither is the 172-SP (G1000) that I'm renting for my IFR training. Apparently the owner chose not to upgrade to WAAS. Cannot fly an approach to LPV minima.
So Mr Sudermam, are you based in FL?? Next, how do you choose the correct category below at the bottom of the plate?? lpv DA, lnav/vnav DA and lnav MDA etc. I can't find a CFI that can "clearly" explain it. And when to switch from GPS to approach mode. This is far to complicated. These CFI's are to focused on their regional future/career and most of them can't teach worth a darn.. I've wasted $15k, 3 CFI's and barely half way through despite 3-4 flights per week, pee brief, grnd and post brief. I learn from repetition as that assists memory recall. I'm just not the fastest learner and an old dawg at 48 yrs. Got my ppl done in 3 months for 9k. Soloed in 6 hrs.
Thanks for watching the video! Choosing minimums for the approach is mainly based upon the equipment in the plane and its functional status so knowing what you are flying and how to use the GPS in the plane and interpret annunciations and popup alerts is important. It's hard to find a small GA plane that has a Baro-VNAV system so it's rare to fly an LNAV/VNAV for most GA pilots. If the aircraft is WAAS equipped then it should be capable of flying to LPV minimums assuming sufficient satellite coverage for the final approach course. If the plane is not WAAS equipped then your only choice is to fly to LNAV minimums with a succesful RAIM prediction, which is the case with the plane I used in this video. Your question about switching from GPS to approach mode is unclear, you are always flying on GPS from enroute through the RNAV approach. The only time a switch occurs is for an ILS or VOR approach upon activation after using GPS for the enroute portion of the flight.
Mr. MC44 may I offer a suggestion that you search for a flight school that has a RedBird simulator? The flight school where I train has one, and using it is a phenomenal training tool. And it lowers the cost of training while truly increasing the satisfaction of training. My CFII can give me several holding patterns in a row, for example, a VOR/DME hold followed by 2 or 3 GPS fix holds that he planned in advance to provide for 3 different entries, with winds he can adjust and vary from 0 to15. And if you or the CFII needs to review something, just press the PAUSE button. The CFII can fail instruments. You can preview an entire checkride or IPC sequence (although unusual attitude recovery is best done in the airplane). I could go on and about the benefits of RedBird simulation. The bottom line is that it provides very efficient repetition at a fraction of the cost of flying. I'm not a paid RedBird spokesman, just a satisfied customer.
I learned to fly at St Augustine. Lots of memories at that airport. Thank you for this!
This is a great video. I have actually worked with Spencer outside of the Aviation industry so it feels special to personally know a celebrity of the Aviation Community.
Thank you for posting this!
Great presentation. Thanks
Very nice video ! 👍
Looking Good Spencer!
Good video. I used sport's for my VFR and IFR. Got IFR checkride next week and I'm going back and reviewing the videos. Thanks
love the video -- dont forget to sync that HDG bug when the airplane turns onto the final approach.
Spencer I see you're using the suction cup iPad window mount. I'm always afraid of these losing suction due to temperature or air pressure changes, resulting in the iPad tumbling off just when it's needed the most. I bought, from Sporty's of course, the Robust Universal iPad Yoke Mount (for iPad Mini), a extra Robust Mount Shaft 2.75", and a Robust Mount Double Ball Adapter. In the airplane, affix the yoke clamp, adjust the two shafts under the yoke (not above it), swivel the iPad holder 180 degrees (upside-down), tighten once everything fits perfectly. If you don't rotate the iPad holder 180 degrees, then the iPad Mini protrudes upwards to the extent that it blocks the lower section of the G1000 PFD. I use an iPad Mini #5. I've got an Apple Pencil wrapped with velcro in a spiral from one end to the other (buy a roll of 1" adhesive-backed velcro from a craft store), and the other piece of velcro along the right edge of the iPad. I also use a kneeboard just for holding scratch paper to write down clearances, like you. The kneeboard has useful information imprinted into it, such as light gun signals. I've been flying this way for nearly a year, and have experienced zero problems with the iPad mount. When I'm in the simulator, I use the Flight Gear iPad Bi-Fold Kneeboard, also purchased from Sportys. This has a very useful feature: ability to tilt up the iPad mount so it is in the line of sight rather than horizontal. I'm not a paid Sporty's spokesman, just a satisfied customer.
Thanks for watching the video! That tablet and Ram Mount weighs 1.47 lbs. According to the Ram website that suction cup can hold 2 lbs for normal use and 1 lb for heavy duty use....whatever that means 😁 On a related note I have used these exact same suction cups with Gopro cameras attached to the canopy in aerobatic planes. That setup weighs .76 lbs so at 7 Gs it's subject to over 5 lbs of force. I have never had one come off and have used that setup at over 10k' which is a fair amount of ambient air pressure and temperature change from ground level.
Loved the video, so well done! by the way, could I ask what brand and style of sunglasses you are wearing?
Thanks Ken! Those glasses are the Ray Ban Olympian with green classic G-15 lenses...non-polarized, of course!
@@ssairshows Thank you, I am looking for a new pair and I really liked the way they look!
I'm curious that the altitude select was at 3,000 even during the early part of the procedure while descending from 2100 to 1600.
Another great one. Curious, how has your experience been with using the KAP 140 and G1000 in approach mode?
Sometimes it blows past the final approach course and has to turn back in. It also tends to s-turn across the ILS localizer a bit. It's not the best integration of a digital flight deck with an analogue auto pilot.
I always like to bug the Turns in IMC. Helps keep one in the game.
Yep and bug heading that holds me on the FAP
Please turn down or off the loud intro music- almost missed out on this good video!
No WAAS with that setup?
How do you get your stepdown altitudes to show on the map?
Very interesting video ! I would also like to know how ! Thanks
once you load the approach the altitudes should be in the flight plan. of course you cross check those with the approach plate.
@@h2oski1200 I repeated the exact flight plan preparation (KCRG to KSGJ) as Spencer Suderman in the video, and the altitudes never appear on the map ...
@@ibutchjp can u explain what you mean by "show on the map"? where are you expecting to see them, or what timestamp in the video shows what you're looking for?
@@h2oski1200 2100ft at Orsof, 2000ft at Tunju, etc ... as seen at 3:50 for example. Thanks for the help ! I have the same point names, but no corresponding altitudes displayed.
One comment gave me pause...that flying an approach down to near minimums was somehow "rare." That might be the case for weekend pilots who are flying for fun, but there are a TON of part 91 and 135 operations happening every day that do just that. That's real IMC flying. Not a climb through a layer just to get on top, although a jet often does just that on the way to the upper levels, but many times you might be in a piston twin for hours in IMC, because you are not going above maybe 11,000 since you are not pressurized and have no O2 system. That kind of flying is going on all the time. Missed approaches? You bet. Be ready for all of that if you join the IFR club.
Definitely routine for anyone flying 135 or 121. Spencer’s point (and one of the themes we are emphasizing during IFR Month) is that a 200-hour Private Pilot probably won’t be shooting an ILS to 200 and 1/2 at night all the time. The real value of an instrument rating for that pilot is the ability to fly on marginal VFR days.
@@sportyspilotshop Well I agree that such a pilot as that won't be shooting that ILS to 200 and a 1/2 at night all the time..... however, there is a level of proficiency that goes with being able to do that which everyone holding that IFR ticket really should have..... so that they have the confidence and the cockpit resource management skills to not get into trouble when they really have to rely on what that ticket allows them to do. Perhaps the greatest tool in any pilot's flight is a big package of humility and an accurate self-assessment of what they can and cannot do in their airplane at their current proficiency. I'm thinking specifically of a well known Philadelphia doctor who took off, ironically enough, in his Bonanza a couple of summers ago and took his wife and a daughter with him into a back yard mere miles from PNE. It didn't have to happen. It was exactly the kind of thing that I warned my students about. One local owner, and again, ironically, a doctor who owned a V tail Bonanza (a wonderful airplane) would wisely have me fly that aircraft to pick up his wife and daughter in places like Syracuse New York and fly them back to Reading. That was a refreshing change from the usual doctor attitude. Where I'm going with this is to train more intently to a much higher level of proficiency than you will ever expect to need, and then anything that you encounter in the system will seem familiar, obvious, and easily handled...... making certain that you have the best outcome possible. I would encourage you to keep on putting out the best materials possible, partnering up with people like John King and Rod Machado, and we can all help make aviation the experience it is supposed to be.
Amen. Mother Nature doesn’t know what your personal minimums are, so you need to be able to fly the approach all the way down. We’re just trying to encourage folks to get the rating who might not think they need it - “it’s never 200 and 1/2 at my airport!”
@@sportyspilotshop Exactly. Anybody who wants to do more than fly in the pattern should get that IFR and then remain proficient...and that second part is really, really, really, really important.... because that doctor flying out of PNE had his ticket. He just couldn't replicate his check ride proficiency that day.
@Art Houston Thanks for watching the video and sharing your thoughts. The hardest thing to teach is judgement...some people will always believe they possess a level of skill they simply don't. It's called the Dunning Kruger Effect. I see it all the time during aerobatic instruction and spin training. The gap between learning and mastering often leads to fatal outcomes for overconfident pilots.
Your g1000 is not waas equipped?
Neither is the 172-SP (G1000) that I'm renting for my IFR training. Apparently the owner chose not to upgrade to WAAS. Cannot fly an approach to LPV minima.
You are flying a G1000 panel and it is not WAAS capable?
So Mr Sudermam, are you based in FL?? Next, how do you choose the correct category below at the bottom of the plate?? lpv DA, lnav/vnav DA and lnav MDA etc. I can't find a CFI that can "clearly" explain it. And when to switch from GPS to approach mode. This is far to complicated. These CFI's are to focused on their regional future/career and most of them can't teach worth a darn.. I've wasted $15k, 3 CFI's and barely half way through despite 3-4 flights per week, pee brief, grnd and post brief. I learn from repetition as that assists memory recall. I'm just not the fastest learner and an old dawg at 48 yrs. Got my ppl done in 3 months for 9k. Soloed in 6 hrs.
Mr Sutterrman
Thanks for watching the video! Choosing minimums for the approach is mainly based upon the equipment in the plane and its functional status so knowing what you are flying and how to use the GPS in the plane and interpret annunciations and popup alerts is important. It's hard to find a small GA plane that has a Baro-VNAV system so it's rare to fly an LNAV/VNAV for most GA pilots. If the aircraft is WAAS equipped then it should be capable of flying to LPV minimums assuming sufficient satellite coverage for the final approach course. If the plane is not WAAS equipped then your only choice is to fly to LNAV minimums with a succesful RAIM prediction, which is the case with the plane I used in this video. Your question about switching from GPS to approach mode is unclear, you are always flying on GPS from enroute through the RNAV approach. The only time a switch occurs is for an ILS or VOR approach upon activation after using GPS for the enroute portion of the flight.
Mr. MC44 may I offer a suggestion that you search for a flight school that has a RedBird simulator? The flight school where I train has one, and using it is a phenomenal training tool. And it lowers the cost of training while truly increasing the satisfaction of training. My CFII can give me several holding patterns in a row, for example, a VOR/DME hold followed by 2 or 3 GPS fix holds that he planned in advance to provide for 3 different entries, with winds he can adjust and vary from 0 to15. And if you or the CFII needs to review something, just press the PAUSE button. The CFII can fail instruments. You can preview an entire checkride or IPC sequence (although unusual attitude recovery is best done in the airplane). I could go on and about the benefits of RedBird simulation. The bottom line is that it provides very efficient repetition at a fraction of the cost of flying. I'm not a paid RedBird spokesman, just a satisfied customer.
An altitude report „twentyone hundred“ is not existing in the ICAO phraseology! Please stick to the rules of ICAO DOC 9432.
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