Bjc mentioned 🦅🦅🦅

Just got my instrument ticket last week! these videos were so helpful for supplementing knowledge and studying up. even now still great to watch and keep those skills sharp

What happens (Please cite any FARs) when my SID or ODP ends at an altitude lower than the MEA/MOCA of the airway I intend to join. Example, the North Town 5 at KVGT (NOTWN5.LAS) ends at 7000' and I want to continue on V394 southbound (MEA 9000'). {I know the procedure says at or above, but let us assume that the best climb I could get only got me to 7000'.} Bigger picture, how to get on an airway after takeoff with a really high MEA if the ODP and SID do not allow enough time to climb. An answer might be found in FAH 8083-16B at the bottom of page 2-35 (2-27 for VFR), but I would like something more official and clear. When does "Takeoff from an airport" end? 25 miles? 46 miles? Initial cruising altitude? Surprisingly, there is very little to no information about how to actually get onto an airway at the correct/legal altitude from takeoff. Might make a good video?

What happens (Please cite any FARs) when my SID or ODP ends at an altitude lower than the MEA/MOCA of the airway I intend to join. Example, the North Town 5 at KVGT (NOTWN5.LAS) ends at 7000' and I want to continue on V394 southbound (MEA 9000'). {I know the procedure says at or above, but let us assume that the best climb I could get only got me to 7000'.} Bigger picture, how to get on an airway after takeoff with a really high MEA if the ODP and SID do not allow enough time to climb. An answer might be found in FAH 8083-16B at the bottom of page 2-35 (2-27 for VFR), but I would like something more official and clear. When does "Takeoff from an airport" end? 25 miles? 46 miles? Initial cruising altitude? Surprisingly, there is very little to no information about how to actually get onto an airway at the correct/legal altitude from takeoff. Might make a good video?

is the NAV 1 distance under the VOR identifier and radial the DME slant distance? Is that why it's different than the GPS distance when you go to the Nearest VOR page?

Surprised you didn’t talk about the alternate missed! My instrument checkride is tomorrow and I’ve been watching your videos over the past year as I’ve trained, thanks for everything!

KBJC is my home airport!! It is also a great place to talk about LLWS, turbulence, mountain wave, and other terrain based movement of air 😬 I heard someone on frequency last week mention "Colorado calm" in reference to the wind report

My CFII and I are huge fans Dan. Thanks for all your work.

Thanks for this video! I'm finishing up my instrument training at KBJC and use this approach quite a bit - including the sidestep when we have faster traffic behind us. It's definitely an intimidating looking approach plate but breaking it down line by line is super helpful. If you want to sound like a local, NSPYR is pronounced "inspire" and we call GLL the Gill VOR. Yesterday I watched through your Instrument Mock Checkride series and it helped me prepare a bit more for what to expect.

I'll take the RNAV, thank you.

Just a quick addendum for Sidestepping. The Sidestep runway will always have it's threshold equal in distance or beyond that of the approach runway. This is to enable time to maneuver and alight oneself with the Sidestep runway. Also, there are maximum distance limitations between runway centerlines to permit the publication of Sidestep minimums. 🙂

As an instrument student it's great to see you dissect an approach for my home airport! Very clear, concise info as always.

As someone that has only flown in simulators, this is scary complicated lol.

Climb gradiant is also affected by ground speed and at that altitude you're ground speed could be substantially higher therefore requiring higher minimums if you dont have the performance.

You make a "foreign language" understandable, presenting the translation in a simple and very clear way! I've never had any need of these procedures (not being a pilot) but I understand why so many aspiring pilots are put off when confronted with the planning, communication and procedural knowledge required to fly in controlled airspace. I am begining to grasp how all these aspects work together thanks to your patient explanations and demonstrations. Fortunately I'm too old now to have to deal with it in relality but am begining to use some of it when flying in simulation although as much of my flying is in Papua New Guinea where systems are simple, there is no radar or VOR and VFR and GPS is king, there isn't a lot of opportunity. That said I am now finding some RNAV procedures for approaching the bigger airfields through clouds and the organization you promote is a great help. Thank you.

Serious business. It will take a while for a person to familiarize with that. It sure won't be 5 mins.

Heck yeah more instrument and commercial stuff! Let’s get it! Thanks for your awesome videos

Excellent presentation. Thanks

Thank you for this great explanation and graphics! You made it so easy to understand.

can you do a video on VOR systems please

Thank you!

For TOC...so say we are taking off runway 18 but our course is 360. Due to this, we would expect to take off and begin our climb while flying away from our heading until we make our crosswind and downwind turn towards our desired course. During that time, we have climbed over 1000ft above field elevation before we have even passed our departure airport. So for calculations, how should we adjust, or does that matter?

Some airports have fuck-all ahead for emergency landings. For your best chance. You'll need: 1) Aircraft with respectable glide ratio and climb angle/rate 2) Strong headwind component (compared to best-glide speed) on takeoff 3) Climb at Vx until engine failure 4) Turn into crosswind component, immediately upon engine failure 5) Hold best-glide speed and AoA below stall during turn (stall horn intermittent, at most) 6) Reduce glide speed and/or select flap setting depending on the strength of the tailwind.

There is no such thing as a Coriolis force it is a perception only due to our rotating perspective. It is a pseudo force and cannot do real work. The appearance of rotation due to perspective from rotating reference frames cannot cause the wind to actually change direction. It takes work to change the direction of air motion. I don't understand how this myth is still widely believed to contribute to weather. (But then again NASA still calls comets dirty snowballs even though we've been to several with sensitive probes and have yet to find any significant water...) Consider the fact that we know that air is charged, 100 volts more positive per meter vertically in the fair sky, much more during storms, and the earth is in a magnetic field. (Spiders utilize these charge gradients to levitate and with wind go thousands of miles using only a short electret web strand.) A charged particle moving in a magnetic field experiences the lorentz force, a real force that can do work, which acts 90 degrees to the direction of motion and would cause rotation; or more precisely a spiraling trajectory. In the southern hemisphere a particle moving towards the equator would experience the opposite force, compared to a northern particle, given relative motion to the same field is the opposite direction. If you don't think the lorentz force is significant watch a video of a beta particle spiral entering a cloud chamber on Earth inside our magnetic field. I don't intend to detract from your primary points about wind direction and aircraft navigation, since the cause would be irrelevant, but the cause of actual rotation in wind or water cannot be the Coriolis effect even if my theory is not correct.

I thought LPV stood for Localizer Performance with Vertical guidance?

Flaring on landing has been the most difficult thing for me as a beginner, will try to apply these tips and see how it goes.

Really well done.

Good Vid!

Just a query. When handed over to Tower and contacting them…….is there any requirement to let them know you are established on the ILS? Or is it sufficient to just say your call sign? Reason being that Approach would have already told the Tower that you have been cleared the ILS and they are going to hand you over to them. Hence reducing air time.

Wonderful explanation, thank you so much !

These puddle jumpers work most of the time.

Signature's fabulously high ramp fee! Love it!

Not about the vid but just wanted to let you know that your vids got me through my ifr checkride yesterday! Love you and your vids!

Flown this x30 times....😅😅😅

👍👍👍

Love the Signature dig at the end. 😅

What happened to VATSIM?

I sometimes forget some people never done their training at a towered airport. I did all my training at a towered airport. It felt weird going to a non-towered airport for the first time. I didn’t have the luxury of the tower sequencing me and keeping me away from traffic. I couldn’t be lazy and needed to have more situational awareness to avoid traffic. There was also a lot more talking, as I had to call out all of my legs and do position call-outs

Love these little tidbits! 34 years of flying and I only got one partially right. :-)

Thank you for teaching this, I'm going to be flying the LOC BC RWY 16 arc approach into KRDD this week for my instrument training in a PA-28. :)

@flightinsight9111 Great video. I suppose when Vx and Vy are being referenced, these are Indicated (IAS) and not TAS?

This is such an excellent video! Thank you!

Back in 1972, my private pilot instructor made sure I could do this simply as a demonstration of working the slow end of the envelope. He made sure I could maneuver there too -- mostly gentle rudder inputs. We didn't see this as anything special.