Video

The approach gate is only 1 mile away from the FAF, which is probably fine for a visual approach. But for ILS they bring you out around 5 miles to intercept the localizer from a 30-degree angle at least 3 miles out from the FAF. So they just mentally reference both of those as approach gates? One 1 mile out and the other 3-5 miles out? Isn’t it pretty safe to assume and activate the AF leg, either way? Or extend the CRS to the FAF to match the landing course?

You didn’t really explain why sometimes you just load an approach and sometimes you activate it instead.

Great, detailed explanation! You guys have some of the best teaching and insights on the G1000.

Great stuff. Good to know it doesn’t just have a mind of its own.

Thanks. You cleared that up for me.

“Threat Level” is about the dumbest connotation I have ever heard. Just fly the damn airplane…..

Great idea(s). Thanks for showing the technique for crossfill at 5:00. Good job.

Can you still select approach mode? Also just curious if it will draw a decent 3.0deg down to FAF? Instead of the step downs?

Another excellent video. Thank you so much!

What does “White Sheds Light” imply?

How do you power up?

rip brother.

Thank you for the lesson Martin short😂 but for real thank you!

That was some very helpful information.

Excelente

Excelente.

Already learned something. Looking forward to watching the rest of your videos. Thanks for your effort.

Why are there no updates from the front anymore?

I have to admit , you lost me way back, in your presentation. This is all, a foreign language to me. I am from the old school of over 50 years ago, that learned on 6 pack steam gauges, and jeppson paper charts. I can see, already , This is going to be quite a learning curve for me.

What a wonderful video!

I realize I’m new to this channel but really like the 2-person discussion you guys utilize I’m new to the G1000 and this helps a lot!

man... it would be really nice IF YOU WOULD PUT THE LINK IN THE DESCRIPTION

Very nice video, which helped me to hold properly when I passed my EASA IFR checkride here in Belgium

Can you add a workflow for the ils too . Ie start gps destination - nav 3 pg get Atis freq ent get Atis the. Nav page approach ent flip up notify approach request with Atis then approach -“fly hdg “ for for approach . Maintain altitude - to course - gps still on so select approach proc cursur turn to ils enter - cursor to fix ie nibby ent . Then direct direct ent

Great explanation! I wish I had seen this six months ago, but having learned this through trial and error, it’s burned into my head now. Your explanation and the attendant details polish off my understanding. Thank you 😊

Awesome video. I had this happen when flying the LOC BC Rwy 19 at Rockford (with a G1000 on a Cirrus SR20 G6), which has a final course of 188. If you load the approach, it will load it with the reciprocal course of 008*. If you try to use NAV mode to capture the localizer, it will attempt to reverse to do a 180 on you, so best to just fly it manually via HDG mode (and no GS capture of course) and not arm APR mode, which will screw things up.

Really good hints, the only problem I see is that while you are using the second G430 for the DME readout on the approach it is actually GPS distance which can differ a bit from the DME distance as it is a slant range

Great video.

Love your content! Thank you for going above and explaining real life. "Gotchas. 🙏 this is information that most instructional videos won't provide, and it helps avoid those mistakes.

Great video! Thanks!

excellent!

Why did they not use DME to identify the step downs?

Mossy and Peter failed their IFR checkride.

Nice explanation, thanks guys!

very well... thanks

Great stuff. Thanks for sharing.

Great video! Thanks for clarifying - I’ve moved from an STEC55 to GFC700 and the logic is very different…

Does Roll mode mean. That autopilot has been deactivated?

Very helpful. You guys do a great job of explaining ! Keep it up.

This video is pure gold! ❤

thanks :))

I use garmin g3x. Does this vectors to final issue still exist on current garmin systems?

I can prep and fly this with my eyes closed (figure of speech) as long as i have radar contact...vectors....and my steam gauges..... I hope pilots these days dont become too dependant on AP. Yah...its cool...but dont lose your hand flying skills for cripes sake.

This is really good, and helpful that you repeated the hold a couple of times.

A late altitude assignment is ATC’s problem.. not mine. You can also use pitch mode or (gasp) vertical speed mode to slow the descent rate much faster.

How can I get this sim and experiment with it? What software?

Is it sad that I remembered “DUMB ASSSS…published” more than anything lol. Thanks for the great video guys!

On a Jepp chart, those step down altitudes prior to the FAF are minimum altitudes only, i.e. no requirement to hit them at each step, unless otherwise stated eg 'maximum 5500, or mandatory 5500'. Techhnically at 6.01, this is not correct. No need to be at Watson at 5500 as you could stay at 6000' all the way to GS intercept. I would caution not arming approach when cleared for the approach and just arming loc only. This is not good practise. There is no requirement to step down prior to the final approach segment. You could theoretically capture the glide at 6000'. The step down altitudes could become a player in cold weather after temperature correction factor is appied, in which case you could be above the glideslope. Always good to display it though when intercepting that far out.

This is a good tutorial but a more check ride / real scenario would be to hold at a random DME point along an airway. E.g "Cessna 1234A, hold NE of the 15 DME ABC VOR R-240." Can you set this up on a non-published waypoint? Examiners frequently use these on check rides to move things along just as instructors do in training.

I feel like it was right there at 8:01 that they decided to shut it all down, starting with the audio. As many have stated, these guys did some truly great and useful videos. I wish they’d had more time in the CZcams-verse.