How to Fly a Standard Instrument Departure (SID) | EASA & UK Instrument Rating

[@ITMann]

Very clear and concise. Excellent tutorial. I will need to study this for sure. Its something that we can all overlook at times, as we are keen just to fly off and head for our destination. But of course it is all necessary, even in the flight simulator, as we try to recreate a sense of realism and immersion. Thank you.

[@Cosme422]

Great video! One of the best I’ve come across. I will be saving this one as I will need to review it a few more times for sure. Really appreciate this. Thank you.

[@MrGingerCactuss]

Superb video! As an ATPL student about to begin my IFR with the G1000 this gives a great inisight into what to expect. And thank you for mentioning the regulations as a good theory reminder. Maybe you should consider shooting an approach into Zürich, Switzerland for the next one 😉 With a complex APP/DEP system consisting of three crossing runways, it’s definitely an interesting one to tackle. Keep up the good work!

[@IFR_Challenges]

Great video. How do you get the little airplane symbol to overlay the Jeppesen chart?

[@ClearFlight1]

It's just the default ForeFlight setup on my company iPad

[@willversa]

Does that mean the headings on sid are true tracks and not magnetic tracks

[@ClearFlight1]

Hi, ICAO specifies that all published procedures use degrees magnetic, which is written in ICAO Doc 8168. In this SID, the cockpit heading is magnetic, all VORs are calibrated to magnetic radials and the NDB bearing pointer is simply overlaid on the magnetic heading reference. So everything in this video is a magnetic heading or magnetic track.

[@bombsaway6340]

Greetings from the other side of the pound. Can you substitute GPS for the NDBs? Here we can.

[@ClearFlight1]

Unfortunately, in Europe it's not quite as simple as yes or no... It depends on the country, the operation and the aircraft. Often your company or flight school will have to have a procedure for it written into their Ops Manual if you want to use RNAV substitution. That said, for training and testing the examiner is within their rights to force you to use the ADF during the test as they see fit (and often it's not the examiner's choice either - the aviation authorities often tell the examiners when to allow RNAV substition and when to disallow it).

[@bombsaway6340]

@@ClearFlight1 does sound a bit complicated. I flew in the UK for several years when I was a USAF pilot, but that was before GPS. I’m an instrument instructor in the US and our FAA puts heavy emphasis on RNAV. NDB are almost entirely gone, and VOR stations are being significantly cut.

[@ClearFlight1]

​@@bombsaway6340Hopefully one day we will catch up. The UK still insists on having RNP approaches (equivalent to RNAV in the US) with the missed approach based on an NDB. Their logic is that your GPS might fail so you have the trusty NDB to back you up!

[@streptokokke1003]

10:05 *5500 ft

[@ClearFlight1]

Good catch 😉

[@rollamichael]

Missed one of the options if there's trouble on departure. Fly along the river valley until problem is sorted out or climbed above msa or crashed 🤣.

[@mikewilson2695]

Mike, One would need to define trouble. I’m in the US. If it is an emergency, pilot in command can do what he wants to keep the aircraft and souls on board safe. Look to the FAA A.I.M. for guidance.

[@rollamichael]

@@mikewilson2695 I was trying to make a joke, the video said fly along the valley until problem solved OR above MSA. Well, the video didn't cover what happens if the problem is not solved and the plane never makes it to MSA.

[@mikewilson2695]

@@rollamichael Mike, Ok. No worries! Happy flying! I’m retired. Hung up the headset!

[@nathanhelfman]

When passing 5500--not 5100.