Why students fail IFR checkrides (GPS)
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- čas přidán 30. 12. 2019
- After nearly 1 full year of working as a CFI/CFII I am starting to see trends in common errors students make that eventually leads to checkride failure. In this series, I will be focusing on three major reasons that students fail IFR checkrides--1. GPS, 2. Alternate planning , and 3. Instrument Approach Procedures.
During a practical test, a Designated Practical Examiner is evaluating your Application and Correlation levels of learning (as described in the beginning of this video). This means that the test will NOT entail multiple choice, true/ false, or any other form of question that requires you to "regurgitate" information. The test will be based around scenarios and force you to think critically about what action you would take in certain scenarios based off of your understanding of the material. This video sets out to debunk some common myths about the use of GPS, RAIM, and WAAS in the initial flight training environment.
For the animations on GPS see: www.faa.gov/about/office_org/...
WAAS How it Works (by the FAA): www.faa.gov/about/office_org/...
To view the Aviation Instructors Handbook: www.faa.gov/regulations_polic...
GPS in the AIM (starts at 1-1-22): www.faraim.org/aim/aim-4-03-14...
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Thank you so much ! I have my end of course instrument stage check and check ride coming up so this was extra helpful ! 😊
Great video, thank you. Also your screen shot of the minimums from the approach plate at 11:42 awakened me to another situation I was unaware of. There are two LPV DAs specified, one at 200 AGL and one at 300 AGL. Living in the flat Midwest I had never seen that before and didn't know why. Found the answer that it has to do with the missed approach requiring more than 200 ft/NM climb if you go to the lower DA. So thank you for that unintentional learning moment as well.
One of the most useful videos I have found on this topic!
Great video man, really cleared up a few things for me.
Preparing for my IFR checkride and I found this video incredibly valuable, especially to clear it up for those of us who use G1000 with WAAS! Looking forward to parts 2 & 3!
TheFSXFlyBoy Glad it helped! Let me know if there’s any other areas you want to see covered, good luck on your checkride 👊
Thank you for this lesson, you help me a lot
under rated video my end of course next week thanks man
Good job
Good video!
Isn’t WAAS sensitivity enroute 2 miles and not 3?
im only 2 minutes in, and my poor audio engineer ears are hurting from hearing the room noise coming back into the microphone. a simple eq out of that problematic frequency would do wonders!
so far the content of the video far outweighs the small problem of the audio, haha
I’m kind of confused because everyone tells me that an LPV approach is not a precision approach, but yet in this video, you say that it is? Can you clarify please? Great video.
LPV and LNAV/VNAV app are APV approaches with vertical guidance not a Precision approach.
The only precision approach is an ILS
A GLS approach is considered a precision approach.
But yes, in the realm of GA, GPS/GNSS are all non-precision.
Too bad you bailed on the rest of the series.
With all due respect, you have WAAS wrong.
Open to corrections! Dm me or comment directly so other viewers get accurate info
Why would you say “you’re wrong” and then not correct him? This is nearly just as useless as not saying anything.
@@evry1sfriend619 there are a multitude of videos on here that have it correct. What I wanted to avoid is someone watching this video for the purposes of learning about WAAS. If you would like me to go into more detail please reach out!
@@grantweiner1 hi, thanks for the response! The main point of having a WAAS receiver is its ability to apply correction formulas for a more accurate position of your airplane. Hence the satellite itself does not correct itself but rather the receiver can apply corrections to the information that it is getting. The ground based station receives the signal (finds that there is an error), sends it to the master station (develops a formula to correct it) sends it to an uplink station which sends it to the WAAS satellite. The WAAS satellite then sends it to the WAAS receiver in your aircraft. The error satellite doesn’t correct itself and if it did, there would be no point of us needing a WAAS receiver.
All of this was done on my phone so I apologize for its sloppiness. The way understood you was the thought that the satellites could correct themselves with the formula from WAAS.
@@ronnyziesmer4709 this is what I thought he said. You and he concur.