INSTRUMENT FLIGHT TRAINING and Proficiency Learn tips and tricks for some of the finer points of IFR

In this video, I’m going to bring you along on a recent instrument flight that I flew to minimums. We’re going to discuss three of the finer points that I know will make you a safer, more confident pilot.
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📝 Contents
0:00 - Intro
0:57 - Departing Grass Valley
1:16 - Radars vectors for the approach
2:18 - The “buttonology” of loading approaches
4:11 - Have a non-precision approach descent rate
6:35 - Wrap up
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[@AirSafetyInstitute]

Great video, Jason! Only thing we'd clarify is at 1:45 where you say the "only exception is if you're cleared for the straight-in approach". In addition to the straight-in clearance and "NoPT" marking, AIM 5-4-9 tells us that no procedure turn is permitted "'when a RADAR VECTOR to the final approach course is provided, or when conducting a timed approach from a holding fix." 🙂

[@JustSayN2O]

Yeah I realized that immediately also.

[@TheFinerPoints]

When providing that vector the controller will say “straight in approach” was the point I was trying to make

[@BrianSchiff]

@@TheFinerPoints I agree. Any time you are being vectored the controller should tell you what the vector is "for" in the event of loss of comm. So the way I see it - either "vectors for a straight-in approach" or "cleared for the straight in approach" cancel the requirement to hold in lieu of PT.

[@JasonMiller-mr5hv]

I believe this is the part of AIM 5-4-9 the ASI is referencing “(b) ATC may clear aircraft direct to the fix labeled IF/IAF if the course to the IF/IAF is within the straight-in sector labeled “NoPT” and the intercept angle does not exceed 90 degrees. Pilots are expected to proceed direct to the IF/IAF and accomplish a straight-in approach. Do not execute HILPT course reversal. Pilots are also expected to fly the straight−in approach when ATC provides radar vectors and monitoring to the IF/IAF and issues a “straight-in” approach clearance; otherwise, the pilot is expected to execute the HILPT course”😮

[@stevespra1]

Deleting and reloading the approach is a necessary skill. However, several years a go, I saw a demo that suggested you should almost never load the "vectors to final" approach. Instead, if you load the complete approach, it's all there in the flight plan and you can activate whichever leg to which you are being vectored.

[@SoloRenegade]

I like your way too

[@mehall09]

No need to delete the previous approach, just select a new approach in the flight plan. The GTN only holds one approach so it will automatically replace the existing one. Saves a few keystrokes.

[@mattj65816]

1:30 confuses me. I've always been told you execute the appropriate entry into the hold and then you're done as soon as you cross the holding fix inbound. AIM 5-4-9(a)(5) says (among other things): "The holding pattern maneuver is completed when the aircraft is established on the inbound course after executing the appropriate entry." What am I missing? I dug into this during instrument training because the idea of going around the hold when you've already course-reversed seems kind of silly. You're pointing in the right direction now (after you've done your teardrop/parallel/direct entry) so why go X additional miles and burn Y additional minutes in a hold if you don't need it for some other reason? To delay, burn off altitude, etc. On the other hand, what is the point of "NoPT" on the feeders if they'd have ended up being direct entries anyway? The one complicating factor I can think of is when you reach the holding fix and complete your entry before you've been cleared for the approach. At that point I'd err on the side of flying all the way around the hold...but I'd like to think I'd have asked the controller for clarification before it got to that point. I established and flew all the way around a HILPT during instrument training once and the controller seemed "confused" by what I did, but didn't really care as it was out in the middle of nowhere. That's kind of what triggered me to go out looking.

[@neependse]

I too was confused about the comment on “straight in” … thanks @AirSafetyInstitute for clarifying. Second, your descent rate was 1,200 fpm. Dangerous to recommend this!! Also I don’t think you needed this … While I agree about your general comment on familiarization with power settings for various descent rates, you demonstrating a great transition from 500 to 1,200 to level is outside the capability of a typical IFR pilot. I would not recommend anyone to descent at 1,200 fpm in the clouds unless really needed. The chasing of power settings, airspeed and descent rate will take valuable time.

[@SoloRenegade]

a properly trained pilot could easily do that descent rate and recover from it with barely a moment of thought. it's nothing more than a power change.

[@chrisschack9716]

Agreed that it wasn't needed, next fix was a mile or two, the fix after was 5 more miles, standard 3 degree descent would just about get you there. MAYBE descend a bit faster if above 3700 crossing.

[@connormarston8311]

Hello Jason. I too fly in the Bay Area. On Friday I was interested in shooting some approaches to maintain currency. My GO NO-GO decision making centered on the risk of airframe icing. Most Bay Area airports were reporting temperature dew points ~12/10C near sea level. However, at 4,000 MSL the temperature wind charts forecasted 1C. There were numerous pireps of rime and/or mixed icing from aircraft between 6,000-10,000MSL. Given the main storm system had passed, there were pockets of light rain and lingering scattered cumulous clouds. I aired on the side of safety and didn't fly, however, the planning made me aware of my lack of familiarity with IFR planning decision making surrounding icing (particularly in temperate regions like California). Wondering if you have made, or are planning, content on this topic? Thanks for your amazing videos!

[@darrylday30]

I’d like to request the same. Icing is an almost daily thing in Canada.

[@coorsleftfield]

You are being given vectors and told to cross JIVLI but when you activate vectors to final in the GPS, it is navigating to ZESUP. 3:37 Instead of doing VTF in the GPS wouldn't it be better to select the JIVLI transition since you are told to cross that fix?

[@malachiruddy3296]

Why do you delete the old approach first the load the new one? On the garmin won’t it delete the old one when you load on the new approach?

[@fishhisy]

I always load the full approach from the direction im coming from; that way, if I'm ever canceled approach clearance, I can just direct to navigate to an Iaf, per my clearance, never losing previous navigation that vtf does. And I never need to hit activate approach since the way my flight plan is written, and I'm sequenced to the iaf immediately before going to the airport th,e approach is already loaded into my flight plan.

[@TheFinerPoints]

Me too! In this case, however, with the vector “outside JIVLI” for the straight in - it was best to switch it to “vectors to final”

[@Parr4theCourse]

As always great tips, I’ve started simply loading the entire approach and using “direct to” if ATC says something different, for now anyway….

[@darrylday30]

First comment. Whoo hoo.

[@TheFinerPoints]

🙌🏻🙌🏻😂

[@SoloRenegade]

managing changes to a flight plan inflight is something that is not trained nor practiced enough.

[@a.t.2023]

Im confused - I hear turn left ten degrees not 180

[@PaulFMcG]

He was flying 190°, so turning left 10° will put him on the 180. It's telling him to turn 10... not be on the 10.

[@a.t.2023]

@@PaulFMcG oh ok. Ty for the explanation.