Brilliant. Thank you so much. I was getting so frustrated understand what/why the FAA was presenting the primary and supporting method. I couldn't figure out if it's supposed to be an alternative to the control and performance method or what. I see that is now used in tandem but also is used for partial panel flying.

Awesome video!! Trying to learn how to teach this and this video has helped out tremendously thank you!

finally i understand the concept. thanks jim

It’s tricky not really clear to understand

Well said!

When you enter direct, you don’t always first fly the inbound leg first which aalmoes you to find out the inbound leg WC angle. How do you figure this out correct correction angle when the outbound leg is the first leg? Just do the calculations with the known winds to find the WC angle for the inbound leg?

This is great! Just question I had was how do you know which way to turn without messing up? Just in your head naturally like the hold entry? This makes sense but calculating neither adding or subtracting in the turn messed me up.

I'm confused. You said, Pitch for altitude/power for airspeed. I was taught pitch for airspeed/power for altitude. Help.

Thanks for this golden nugget!

So why load it at all? Why not just select and activate when cleared for the approach?

Where can I find the left documents at?

this was a really neat way of thinking about instruments!! Great video <3

This completely changed my entire perspective on seeing this. I kept struggling with this until I watched this video. From the bottom of my heart, thank you for making this!

Lightbulb for sure! Thank you so much for this, specifically “immortalizing” it on KZbin for me to see 3 years after you recorded this.

3:48 The main thing that matters is how it is calculated, which he initially stated as 10 degrees. How did you calculate the wind correction? To multiply by 3. Everyone knows that, the important thing is to calculate how many degrees of wind correction to give at the beginning.

How did you calculate the wind correction? You don't mention the most important thing? For example, how is it calculated that it will return to 010, 150, 345 and 225 degrees? What is the formula?

Jim, spent more reading comments.....so found out that you were the ferry pilot for this wee gal, not the owner. I was tickled pink to find that you are a believer, and yes indeed you were being watched over!!! Besides the obvious flying lessons I have learned from you and this video, you have encouraged me to be active in my prayers before each lesson. I have stopped doing that, as it made my instructors a bit uncomfortable, so that is now going to be a part of every flight, and they will just have to respect my beliefs. Thanks for the encouragement, to put Him first! Caroline

Hey Jim.....what a great video!! I am from a wee airport in Canada and just the radio work was overwhelming for me, let alone my wee Ercoupe having engine troubles!! Well done, and CALM, CALM CALM was all I saw and heard, despite what was going on!! Just in the midst of getting my PPL, just honing skills for the flight test, then the written, then I get to fly my girl. Do you still own yours?? As this video looks to be 5 years ago already. Caroline in High River, Alberta.....look it up!! Sleepy town, Class E aerodrome, so no tower, no ATC....

This was awesome. Thank you. Checkride in 3 weeks.

Thank you for this video that simplified this concept on the written test for me.

Thanks Jim for sharing!!!

This is truly awesome. Thinking about the Primary Instrument that answers the question, "What is the goal?" All makes sense now.

Don’t forget the Mooney nose dip after takeoff. Climb out of runway environment and dip nose as you retract gear. Much easier using the nose level/slightly down pitch aerodynamics of the aircraft

Very helpful, thank you!

Fantastic explanation. Thank you!

Very helpful video, along with the linked story and images. Thanks so much for sharing!

Best explanation on the internet, better than all the others with advanced graphics and milions of subs

Wow, this is great, appreciate your time putting this together!

I still don't get it. You said if you LOAD the approach, it loads it at the end of your existing flight plan. If my flight plan is ABC to XYZ and I load the RNAV5 at XYZ to the flight plan, is it ABC - XYZ - RNAV5? Of course, that makes no sense, but I've fought with my navigator before for doing things that make no sense.

Same thing happened to me the first time I flew Solo in my 1962 mark 21. Didn't realize the passenger seat belt needs to be buckled otherwise it gets in the way of retracting the landing gear and getting the Johnson bar to lock into place. Took me all the way till I was back on the downwind to get the seat belt out of the way. A little unnerving when you're doing your first solo in the Mooney. After about 15 or 20 hours of flying I am perfectly comfortable retracting and extending the landing gear without issues but it took some time.

Trade a plane

Wow, just got a few good techniques in such a short video, thanks Jim!!

Learn something every time watching, thanks!

Thanks! Very helpful and well presented!

I've been flying a '64 M20E for almost my entire time as a pilot. I have to say I am impressed by how well you managed the Johnson bar on your second day - I promise it gets easier with practice! A peice of advice: it helps to do the "mooney roll" as we call it at my airport. Give yourself a slight pitch up when you are retracting the landing gear (or lowering the bar). I can get the bar to latch in the gear up position with no arm movement (except for unlatching the bar), not that I recommend this way of operating the part, it is just a sign that you can operate the gear very easily if you employ this trick. I have to say I was imporessed by your verfication of the gear after latching. A downside of the Johnson bar is that it sometimes will latch but not lock. It can be very scary to be on the ground and give a push forward only to hear a click (i.e. the gear locked). Checking/double checking the gear is critical! :) Great video.

Hey Jim, I'm having a lot of fun watching this show. My understanding is that when an approach says "RNAV (GPS)" it is an RNAV approach that is based on GPS. Page 5-26 in the Instrument Flying Handbook talks about FMS systems and RNAV a bit. In that section it mentions that short range radio systems were usually not used for RNAV, meaning that the longer range options it lists (INS, LORAN, Doppler) were used as a base for RNAV. On page 5-27 it mentions that GPS is the dominant sensor for FMS today (and as far as I can tell, as the dominant sensor for RNAV as well). So I would guess that if the approach just says "GPS", it was not based off of the already implemented RNAV system, but just off of GPS itself.

"nope but were definitely done for today" lol

Wao! And just like that I know now what those two meant. I was getting confused with activate vectors to final vs loading the approach

Very useful, never known about this!!

As an ex radio tech and current HAM I think you need some RF suppression on your spark plug and other HV wires. If you have alternator the same can be said about that.

Hi Captain Jim, You are Champion, The lnstrument ls Vital, Hi from Ghana.

water in the gas

Great video! Makes so much sense!

Perfect. Juuuuust right. Thanks.

Thanks for the video. Just bought a 1968 Mooney M20C. Restoring it now 👍

Yes, this is very useful. I needed this the other day when I was flying. Still fairly new to the G1000, so this is great. Thanks.

Hi Jim, Is the POH only the legal checklist ?

I had a 66 M20 E super 21 with the Johnson bar never had one problem with it and the fact that its the only plane I know of without any type secondary gear extension system it HAS GOT TO BE GOOD! It took me a few times to get the technique down then its just second nature. I flew the 21 for 5 years then sold it and got a 201 and in some ways I still missed the manual gear extension. Good video and its amazing just how many people have never even heard of manual gear operation!