Well then....this is a great lesson in "stream of consciousness" speaking.

Very helpful video! thank you.

Most impressive l only use 95. 98 Windows simulators cheap to buy l enjoy

Most impressive l only use 95. 98 Windows simulators cheap to buy l enjoy

Most impressive l only use 95. 98 Windows simulators cheap to buy l enjoy

It occurs to me that you can switch to NAV when inbound, then HDG once passing the hold waypoint. Will the older G1000 work with that method? I am used to the G3X which is very smart regarding holds.

Excelente.

Excelente.

Excellent explanation! Your method of teaching and conveying the information is very helpful.

This was super helpful. Thank you!

Thank you for this video!

If you want to be confused, watch this video. Any recommendations for a better video?

I basically handle things the way you do - never using VTF because of the disappearing waypoints, but I have used Activate APR as a way to get to the IAF in question; no waypoints are lost that way (though a simple Direct-To the IAF has the same effect as the approach automatically activates on the first published segment you're flying). I always wondered about the minor course discrepancies I've observed a good number of times; I always give the chart the final word, though it's not a good feeling overriding approach segment courses, so maybe I should just follow your advice and leave the DB alone - where did you learn that the latter is the correct way..? As for VNAV, yes it needs to be re-verified and adjusted as necessary after every navigational change received from ATC.

Wow Julian - I am not interested in aviation but I was fascinated by a couple of things I heard from you - One, that you are an Alarcon because that is my maiden name - my family Antonio and Nelly Alarcon and I - we are all born in La Paz Bolivia and I grew up in Jacksonville Florida!! Then the fact that my great uncle was Jose Alarcon - the first aviator in Bolivia - he was trained in Argentina and and distinguished himself in rescue missions and as he parachuted into rough areas and also taught aviation - - this is the statue that was erected to him probably around 1920 - (?) by the government of Bolivia - - - I was actually looking for info on him when you popped up - - Praise God - - maybe you're my long lost brother - - LOL!!!

A little confused

Since i live in nyc i would love to get course.

Hello :) At 1:19 you're right, they are rarely identical, but what is the limit regarding regulation ? I mean when can I fly the procedure and when I cannot (question from my flight instructor) ? I'm searching since few days now and cannot find the answer, if you have one and source to provide that would be perfect

Excellent video. Thanks

❤️ 'Promosm'

great videos!!

wow nice to find you 5 days I will get my ppl thanks I need you

As an IFR instructor I personally use it and teach to use it - I teach the student to write it down and fill out their clearance before they get it - to teach a student to write down the clearance as they receive it is unnecessary - if they have it written down they are then listening to the clearance to check what they already expect rather than trying to frantically writing down a clearance - about the only thing they wont know is their transponder code and maybe some little items.

You missed talking about VNAV activation

Great vid. Flying from KSNA to KBUR via the TEC route - I was assigned to intercept the Santa Monica 125 radial. Naturally this bypasses POPPR which screws up your gps flight plan. I ended up switching the cdi and tuning into the MOR for frequency . I was assigned to intercept the 125 radial less than 3 miles without much warning or expectation. Question - which method would you have employed with a short 3 mile fuse to the intercept? I love finding a Victor airway and choosing a previous waypoint and activating leg- but the 125 radial was not on a V airway… just a random radial. Fyi this was on Xplane 11 with pilot edge for the I-3 rating - Thus expect the pilot edge controller was making more difficult than socal dept would in real IFR

I don’t know why but I like your G1000 videos better than other peoples.

I found this video to be confusing. Trying to teach a complex topic in 4 minutes is not enough time at all. This video needs to be slower so that the concepts are made comprehensible for a pilot just beginning to learn how to use the G1000. As pilots we all know that GPS in an airplane is not simple. Giving incomplete and rushed information can cause terrible frustration for a student pilot. If you assume that the viewer has a certain level of prior knowledge, please state that clearly in the video title or description.

Great video. Thanks

Excellent Video -- In fact this is the best G1000 FPL video I've ever seen. Great job!

Really Cool Video!

Thanks for this video. Where did you get your G1000 for the simulator?

What a rude attitude. I’ve been flying for 30 yrs. Still use CRAFT.

For commercial pilot certificate is it 250 hours ontop of the already hours from instrument and pp, or is it just total time?

Awesome video, thanks!

Excelente

Great video! It's confirmed everything I've learned/thought about what +V advisory GP guidance is actually supposed to be. Since you've done this approach, did you know about this accident at Burley, and have you seen this video?? kzbin.info/www/bejne/l4OxZIWAlrxpZ5o Mr. Gryder, here has set a lot of people's hair on fire with the FAA. They believe these approaches are unsafe now, and will fly you into a tower, if flown perfectly, which it what Mr. Gryder says Brittney did, she did nothing wrong. But my Spidey sense got to tingling when I watched his whiteboard analysis of what the Garmin +V guidance was doing. Then, he charges that the +V guidance actually changes slope to account for the JAMID stepdown fix. What? It gets better, he then take C210 pilot, Doug, up for a demo approach flight, flown from VFR, and uses the video to purport to demonstrate that this "Garmin Dive™" change of approach slope is a real thing, and that this thing is what caused a sudden full-scale 'fly-down' indication from the GP indicator, and that this was the reason Brittney Infanger pushed her nose over to enter a nearly 6.88° degree descent during the visual segment, that ultimately caused her to strike an exhaust stack at the Gem State Processing potato plant, just on the north bank of the Snake River from KBYI's R20. My discussion with one, John Collins, in the comments of that video, put me onto the track of how Garmin actually develops the +V advisory guidance. It's exactly derived from an official VDA, when that is published. Here, the RNAV (GPS) RWY 20 approach *does* have a VDA published, which appears on the FAA chart as a special symbol after JAMID. The VDA is a single angle, originating at the (displaced or actual, as appropriate) runway threshold, at a defined TCH, and projecting back along the final approach course, for the whole length of the approach, from IAF to MAP. Your demo approach *here* just proved what I'd worked out on a napkin with some trigonometry. That the GP guidance should be first offered at least inbound from IREME, and should pass IREME at 8572' MSL, at HIKLO at 6183', and JAMID at 4829' to arrive at the displaced threshold at 40' AGL from it's TDZE of 4152' MSL. What's your reaction? This accident is becoming notorious, in part because the pilot was a very beautiful young lady, with every expectation of having a solid and rewarding commercial career. Until this approach, with its special challenges, and the marginal weather, with its special challenges, met. It seems to me that Brittney simply didn't fly the +V advisory slope. She did dive, near the end, for reasons not known. Although it's advisory, and obst. protection is not offered, on the +V slope, I've since learned that the FAA's policy is *not* to publish a VDA on an approach, for which destabilizing maneuvers would be required on the visual segment. In those cases, the VDA is deleted (or never published), and a note is placed in the profile, "Visual Segment - Obstacles." That no note exists here, and the VDA has remained published, despite Mr. Gryder's warnings to the FAA, coupled with the fact that the FAA released an obstacle evaluation determination letter in regards to the various stacks built at Gem State Processing's factory, tells me that the FAA knows all about them, that they are a problem, but that they're not a problem for the VDA. They were a problem for the runway's VASI, which was at 3.00°, according to an older version of the FAA's chart, so the VASI was withdrawn. The approach itself, and it's IFR protection guarantees, remain unaffected, as the controlling obstacle, which your video here noted, set the MDA, which is still in force. It's the visual segment, below MDA, which could have an issue. BUT, when flying the VDA, as your video demonstrated, you'll clear that GSP stacks location, some 2632' prior to the threshold, with sufficient height for it not to be a factor. I.e. it doesn't require you to make a destabilizing maneuver to avoid that obstacle. I'm glad I found this video. It's helped me realize I'm not crazy in my own thinking, w.r.t. Mr. Gryder's airline career and lengthy aviation and skydiving experiences. You intercepted the 3.75° VDA at 2.05 NM prior to HIKLO...*exactly* where I'd calculated a pilot would do so, if the guidance was offered any place inside the IREME IAP. In fact, guidance was first offered upon your aircraft turning inside the last 90° prior to attaining the final approach course. Very helpful. Note this in reaction to this other video: kzbin.info/www/bejne/eIOWmquGnL5gbKs And I'd appreciate any comments in reply. Thanks very much! -A

Great video. Thanks. Like the way you have screen segemented to show 4 views at once.

Hi! I am feom Brooklyn,NY. I am considering to get my PPL. Can you suggest any flight school that is very good and affordable? Thank you!

Great Video! I like the way you use the IPAD pen to update your chart, it's a good way to remember the NOTAMs, especially when you get busy in the cockpit.

You can edit the Closed Captioning to fix the spelling of "Hobbs meter."

0:21 "Check the link above." What link? There is no link card in the video - and no link in the description either.

🤭 P r o m o S M!!!

Your 134 radial example is incorrect. It is either 134 outbound or 314 inbound.

I was hoping for a VOR explicit approach, but well done video.

Perfect, thank you!