I haven't seen any new videos in a while, I wish you guys were still doing these. The information is practical, clear, concise, and I just like your style! You not only fly like the pros, you're G1000 rock stars!
thanks for the lesson. I did the "vectors to final" last night and lost the waypoints. I had to use the local VOR radials to identify the step down fixes. now I know better.
I'm only a private pilot with about 800 hours, the last back in 1982. And I've some problems understanding the Garmin in the simulator and I'm not a dummy, no. But this video is really brilliant and by the end of the video, it was clear as water. I subscribed and hope to learn much from these clear videos. Thanks for posting it.
You make things, I believe, more complicated then they really 😊have to be. Simply have the proper localizer frequency dialed up and keep an eye on the CDI for tracking to a smooth interception. . Situational awareness is easily determined if your gps course is set to the destination airport. Follow your progress to all waypoints along the final approach course to the airport using your your moving map, or ForeFlight, or WingX. I think the old expression is,KISS.
Pro Tip #3 is a bit strange I find... I've been flying IFR for a couple years now and have never heard any controller asked "What will the approach gate be?" or however you want to word it. He states Tip #3, has a clip of him asking ATC, but then he doesn't actually get the controller to tell him what the "approach gate" will be.
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?
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.
Because in certain ISA temperature situations your indicated altitude could be higher or more importantly LOWER than the step down fixes. Even if you are tracking GS down hill, you still must comply with altitude restrictions on the step downs. Just because you are tracking the glide slope, it does not mean you are going to be at or above the step down fixes. This could potentially bite you either in high terrain areas or with the FAA controller, if he is watching you closely.
I haven't seen any new videos in a while, I wish you guys were still doing these. The information is practical, clear, concise, and I just like your style! You not only fly like the pros, you're G1000 rock stars!
Another excellent video. Thank you so much!
thanks for the lesson. I did the "vectors to final" last night and lost the waypoints. I had to use the local VOR radials to identify the step down fixes. now I know better.
Thanks Guys. I'm transitioning to a G1000 for a new job and your tutorials have been very helpful. Great stuff!
I'm only a private pilot with about 800 hours, the last back in 1982. And I've some problems understanding the Garmin in the simulator and I'm not a dummy, no. But this video is really brilliant and by the end of the video, it was clear as water. I subscribed and hope to learn much from these clear videos. Thanks for posting it.
You make things, I believe, more complicated then they really 😊have to be. Simply have the proper localizer frequency dialed up and keep an eye on the CDI for tracking to a smooth interception. . Situational awareness is easily determined if your gps course is set to the destination airport. Follow your progress to all waypoints along the final approach course to the airport using your your moving map, or ForeFlight, or WingX. I think the old expression is,KISS.
Great video guys. Excellent presentation, excellent advice!
You guys are studs. Thank you thank you thank you.
Pro Tip #3 is a bit strange I find... I've been flying IFR for a couple years now and have never heard any controller asked "What will the approach gate be?" or however you want to word it. He states Tip #3, has a clip of him asking ATC, but then he doesn't actually get the controller to tell him what the "approach gate" will be.
Yes, never had a pilot ask that. And if your busy you wind up where you do based on traffic. My advice is don’t ask that.
Great video, extremely well explained.
Love this - looking forward to the NXi!
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?
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.
You didn’t really explain why sometimes you just load an approach and sometimes you activate it instead.
Can’t you just look at distances on the plate to determine when you’re at certain fixes?
Why not hit APR along with activating the leg of intercept so you can also activate the GS along with LOC once on the leg? Why do manual stepdowns?
Because in certain ISA temperature situations your indicated altitude could be higher or more importantly LOWER than the step down fixes. Even if you are tracking GS down hill, you still must comply with altitude restrictions on the step downs. Just because you are tracking the glide slope, it does not mean you are going to be at or above the step down fixes. This could potentially bite you either in high terrain areas or with the FAA controller, if he is watching you closely.
@@rws0010 When in doubt, fly it manually.
thanks!
Why when you enter a course 281 do you end up with 279?
You say "Arm the "Localizer"...what do you do to accomplish this? (button, etc)
nice thanks
so glad to only fly vfr,,, set BOD 5 miles back and 1000 agl,,, see numbers,, land lol
What is the G1000 simulator used in the video?