Quick reference technique: Take whatever your GS is and add a zero to it and then divide by two and that should be what you hold on your VVI. So if your GS is 200 knots, you add a zero and get 2000, then divide by two and you get 1000 ft/min on your VVI to hold the glideslope. This is helpful if you are changing your speeds based on configuration throughout the approach.
Some pilots don't have GS displayed and besides groundspeeds can change drastically when there's a windshear somewhere along the descent. Why go through that extra unnecessary workload? Every pilot has all that is needed right on the panel - just follow the glideslope needle. That's all an autopilot does with perfect results every time.
way too much maths. It's just half your GS plus a bit. so 150kt GS, 75(0)fpm plus a bit. ignore the zeros. biggest mistake pilots make is not commanding sufficient RoD early on, or joining final above profile and having to have high RoD to catch up. So if you re turning on at 10nm/ 3000agl, you need to make sure you start descent and an appropriate RoD STRAIGHT AWAY. ILS is super easy as needles will guide you all the way down. A non-VNAV RVAV/RNP or VOR/DME is the bigger challenge and needs a good brief before hand or you will fail to maintain profile.
I like your videos. With regards to GS and airspeed control, I respectfully suggest a 180 change from your method. I would trim/pitch for airspeed and throttle for GS. This is based on the excellent text “Aerodynamics for Naval Aviators.” Without going into a long winded discussion, if the plane is ultimately trimmed to 90, or any desired speed, then simply throttle for GS. If high, throttle back and if low, do the opposite. Try it. If stable and trimmed, you don’t even have to scan the airspeed and attitude indicators (But one should still scan it). Flying is then easy. I do this method from radio control airplanes, to all light aircraft that I fly and even the 737 at work.
If you pitch for altitude it causes all kinds of other possible issues, chasing airspeed or altitude and now your distracted which = "dear so and so, I regret to inform you that your son/daughter hit a tree/building etc, basically CFIT. An unstable appr can pop up quickly and then your behind the airplane.
Thanks for being so calm. Your positivity towards your student goes along way. I liked what you said about the glide slope, “ the situation might be a little different but this will be darn close”. I also find that 90 with 500 ft descent may not be perfect but it is pretty darn close. - keep these going! #TFP
@@LTVoyager True, but this is a great starting point to build upon. GS x 5 = approximate VS Helps adjust to other conditions. And of course wind layers change during descent too.
I wish my IFR instructor was even half as good as this instructor is. Although I finally received my rating, I learned that by watching videos like this, I received more knowledge from the videos that I put into practice from videos like this than from my actual former instructor. Thanks so much and please keep making these videos.
Thanks for the compliment ... and ... sorry to hear you had such a bad CFI. I'm glad I could pick up some of the slack here, will definitely keep making these videos :)
You do such a great job instructing. I'm working on my CFI now so a lot of your videos have been a huge inspiration for me. Im so glad I stumbled across your channel! I really enjoy your teaching style and the way you make a lot of these techniques and maneuvers look easy. I wish more CFIs had your level of passion. It is obvious you love what you do. Keep up the good work, it is truly appreciated!
This is an old thread, but seriously, how do you only have 27k subscribers? I wish I was in CA so I could take lessons from you. Your content is outstanding, informative, and well produced! You might be one of TH-cam's best kept aviation secrets, haha.
Jason, just a note to say thank you from one of your fans. As a private pilot and a scuba instructor beginning back in the 80's I have seen a lot of changes in technology in both industries, but as an instructor, there have always been a few constants for GREAT vs. good teachers. You obviously love what you do, and your students and fans can sense that. You are warm, caring, accessible, and knowledgeable which you love to pass on. Thanks for all of the work that you put into your wonderful video's, it is very much appreciated. I learned how to fly out of Napa, and watching your Bay Area and Sierra Nevada videos sure bring back some great memories of living there. Thanks again and keep them coming..... Steve Mesa Az.
I have been flying quite a few ILS approaches over the last few weeks as part of IFR training. This really helps me make the approach more systematic and less of a guess work. I have an amazing CFI but being able to watch somebody do it from my couch is pretty helpful. Thanks !
Hi Omar congratulations! you are on the short list for winning the December Flight Chops contest --- yay. What I need you to do is email me at jason at learnthefinerpoints dot com and I can fill you in on what's next
Loved this video. I’m 4flights into my ifr training . I am still struggling with maintaining proper glide slope. I’ll try this method tomorrow in my flight and I’m pretty sure it will work. Thanks for the video :)
Why the hell doesn't this channel have way more subscribers? I am not a pilot yet, only had an intro lesson but I totally get all of those points. They even improved my flying on the Simulators
I just found your podcast on pandora, i just wanna thank you for what ur doing in the aviation community. Will be listening to your podcasts everyday!!
I only have positive things to say about your instruction style and content. I am an ‘old’ airline training captain and checkpilot who decided to get back into GA instructing. I found your videos and enjoy the reminders they give me. My comment is this; maybe you touch on this with your students, but 500fpm at 90kts ground speed is actually off. (It is a good starting place, and maybe that’s all you want them to know at that point). In a Cessna you can get a way with it. But, if you teach “half the ground speed, and add a zero” that will be nuts on at any speed. So if your students transition to jets, or even faster light twins, a 140kt approach is easily calculated to 700fpm, and so on. Keep up the great work.
stealhty1 What you were told is correct. An aircraft will climb or descend due to thrust. (In a standard atmosphere excess thrust will determine an aircraft’s absolute ceiling for a given weight.) Changing pitch will change AOA which will change airspeed and the thrust required. So no, this is not a good technique. This video is garbage.
@@jimziemer474 Garbage? The reason you pitch for the VSI on a Glide Slope is because the response is immediate, instantaneous. The airspeed indicator lags way to much. The signal is extremely narrow. If you try holding a glide slope by pitching for (or trimming for) and airspeed you will lose the needle I can almost guarantee it. The airspeed indicator lags waaaaay too much to make this effective. Not only are you responding to very old data, the response inputs take too long to manifest in change.
The Finer Points sorry friend, but I think you have that backwards! The VSI in a plane like this has a lag of ~5-9 seconds whereas the ASI responds almost instantly.
@@alexhackler8166 The vsi does lag but that is not what is being discussed, you need to know this on a deeper level to understand. The asi responds slowly to power changes, where a pitch change will have a much quicker effect on rate of descent. Yes, the airspeed is an instantaneous measure where the vsi takes a moment to read accurately, but that's not what he's talking about.
@@taytayflyfly7291 Except that if you read the message that I responded to that is exactly what he is saying. In terms of trying to hold a glide slope the Vertical Speed Indicator is effectively useless beyond confirming with other instruments because you're looking at what has happened 10 seconds ago. It's fine to use it to get set up at an appropriate descent rate but in terms of holding that glide slope you need to look elsewhere. The Air Speed Indicator will tell you about any change in pitch almost immediately regardless of if that change in pitch is from a power change or just a control movement. Source - Also a Flight Instructor
anita is a great sport--but she is also nailing it!! the pause to focus and circle the indicated gauges with emphasis. like how the focus on that will hold the ILS needles like magic. I will hear your voice now in my ear 'power for 90-pitch 500..' #tfp
Writing more for myself: Now a rusty pilot and part of it was my constant frustration, distraction and yes stress over the Pitch vs Power question. I was so tired over my lack of confidence in "which one to control what?" is best. I was ace at holding a GS or so I was always told but inside I fought demons always wondering how to do it best and I think my ability was in my reflexes to catch it quickly and often used both controls. But that is a lot of distracting workload in IFR. I got better but now rusty I THINK I recall this: 1) of course never forget one affects the other 2) Know my power/trim settings to set up the trend 3) If I use the theoretical (I'll call S&Rudder) "Power for altitude" thinking, I'm gonna sink right through the GS I was getting back down to unless I anticipate and power back up early because reducing power doesn't automatically stop the descent at the GS (vice versa for climbing back up). AND I may be doing this behind the power curve where inputs will be even wilder. In other words, I think in the end it's BEST to think SMALL CHANGES with STICK - it's a faster correction and more forgiving than power changes (where getting behind the curve can be fatal). Use S&R to set up the approach but stick for the small altitude changes. Once back on GS IF speed is changing (likely will not once settled in) then power adjust to compensate. It goes against what we are taught for S&R skills but really, that's for setting trends and not small changes otherwise you end up "chasing the needle" and becoming distracted. 4) ALWAYS remember if too low/too slow Peddle to the metal and lower the nose - in other words remembering the power curve and Wolfgang's Stick and Rudder theory comes back to save the day - you can always go around. Also, classic Wolfgang's S&R skills are critical in slow flight and when behind the power curve but at cruise or anytime there's lot's of momentum and airflow going, I'd fix altitude with stick first then set trim and power because varying power 'first' sets up a new trend and I'd end up fiddling sometimes my entire flight to try and get it right leading to exhaustion. Of course, for MAJOR changes, always remember to use both as one does affect the other. In time it become second nature to do both.
I'm a fan of 5 times your groundspeed divided by 3 times your glideslope (5 * groundspeed * glideslope / 3), more easily expressed as 5/3 * ground speed * glideslope or 5/3xy. 9 times out of 10 the glideslope calculation cancels out to 1 since 3 degrees is the standard but with some quick rounded mental math it gives you the ballpark descent rate for any glideslope you may need. This formula has application for enroute climbs/descents as well as various other times where you might need to maintain a particular slope.
Holding a glidepath or glideslope is a matter of power management. Small or large airplane and even rotorwing, though in this case is power/torque management. Nice vid.
Just starting my instrument training and this is a great little nugget to remember when flying an ILS. I remember the first ILS I flew in VFR conditions with a pilot friend of mine and was chasing the needles all over the place. #TFP
I always let my students fly at least one ILS in visual conditions to see that the runway never moves. It's the trend on the needle that's important. If it's headed toward the center don't change a thing
Excellent. I've only seen a couple of your videos but you're very good. One of my pet peeves is a 5,000 pilots sawing on the yoke in turbulence trying to keep the wings level.... Pilot induced oscillation makes me sick. Hope you cover that sometime. (Comm since 68)
The main thing I would keep in mind is there is a particular power setting that will produce a certain decent rate. Like in the video he references 1700 rpm. You have to have a general reference whether landing visually or flying an approach. A good rule of thumb is A/S x 5= VSI(rate) 450fpm. This will keep you on the g/s. Pitch for airspeed, adjust power for glide. IMHO.
Thank you for making videos that help us pilots each and every time. I’m am just starting to learn IFR and can not wait to use this tactic on my next flight. #TFP
Hi Jacob, congratulations! you are on the short list for winning the December Flight Chops contest --- yay. What I need you to do is email me at jason at learnthefinerpoints dot com and I can fill you in on what's next
What a great video... congrats.. Here is another tip... Fly to Every Runway like there was an ILS approach servicing the runway (e.g. descent rate GS(kt) X 5 in ft/min). Most videos I see on TH-cam the pilots approach "too low" and plan to touchdown on the numbers (is anyone paying cash for that?). So, they are on glide path, chop the power, increase their descent rate and the flatten the approach to touch down on the numbers. The sight picture is completely off and the flare provides little aero braking since the flight path is so shallow.
pedrosura thanks! Agree about touchdowns on the numbers, why? As long as the wheels are down in the first third or at the latest by the halfway point I’d rather see a pilot keep the altitude to potentially glide in the event of power failure
Jason really enjoying your videos, please make them more often, wish the distance was not so far in between, would have liked to shake your hand man. Appreciate these tips. Thumbs up!
Thanks Kurtay! Your request is noted ... Patreon has been helping a lot there and there a couple more sponsors threatening to come on. I'd love to make them more often but at the end of the day it's about how much time I can spend editing as opposed to flying / lecturing. Doing my best to bring them every other week for now and weekly when I hit 1000 patrons. Thanks for your kind words and let me know if you're ever going to be out in the bay, we'll go fly!
90 kt is 546840 feet/hr (being 1 nm=6076 feet) 3 degree descent than Tangent(3)=0.0542 now multipy 546840X0.0542=29597 feet/hr descent to convert this to feet/min we need to divide to 60 29597/60=493 feet/min. GOOD LUCK! (not exact calculation but close enough)
If you happen to be using Jeppesen approach plates then there is a FPM vs grounds speed on the plate. Also for a quickie if you have your ground speed readout and let’s say it’s 95 it’s then add a zero and decide by 2 and that gives you a pretty good fpm to maintain a 3deg glide slope.
I did my IR in a twin, and my instructor taught me Ground Speed x 5 = Rate of Descent on an instrument approach. I guess that would result in similar performance to this method.
And for those curious, in skyhawks, piper warrior/Cherokee’s (most normally aspirated fixed gear aircraft) 2100 rpm’s and proper trim will give you level flight at 90kts in landing configuration. 1900 rpm’s when you reach the glide slope will give you about 500 fpm descent at 90kts. Don’t pitch up or down!! If you get low increase power, if you get high, decrease power (small adjustments only)
Also signed up for info for this year's San Juan Islands trip... bummed I couldn't do it in 2017. And if you find yourself in DFW area, the welcome mat is lit for a BBQ flight to the Hard8 near KSEP!
Great video. I am understanding what you mean by the finer points. Like my instructor tells me all the time the plane will fly its self. It’s up to me to get it to the place I want to go. #TFP
Hi Danny, congratulations! you are on the short list for winning the December Flight Chops contest --- yay. What I need you to do is email me at jason at learnthefinerpoints dot com and I can fill you in on what's next
1 to 1.5 NM before final. It's 10' flaps, mixture rich and landing lights on. Are you using power to keep your airspeed at 90 kias with the flaps in. I can't clearly see if 10' flaps are in. Thank You.
I’ve always flown pitch for airspeed power for altitude. Much easier to catch your altitude with power… got all the way through instrument and a single engine approach on my commercial multi checkride doing this method. To each their own
Hello Jason, i learn alot from you, thank you for sharing your experience with clear explanation. I see your videos lately because i am newly into aviation but isnt it “ Ground speed x 5 = descent rate and DME distance x 300 = descent height “ one of the basic thumb rules ? Why no instructor in youtube mentions it i am confused.? Do i miss something ? Is it only for mrjt airplanes?
Quoting from 4:31: "A 90-knot ground speed and a 500 foot per minute descent will almost certainly hold a glide slope." - Gotta be careful, you have to take some factors into consideration, this works for a Cessna 172 under the weather conditions seen in this video, but it may not work for a larger GA aircraft and will certainly not be suitable for a Cessna Citation. 🙂
Wow. This is amazing! Thanks! I'm instrument rated but was never taught to use power setting to hold glideslope. It looks much easier than chasing the damn needles, which gets challenging close to the runway. I'm definitely going to try this during my soon-coming instrument training for my comp check (haven't flown IFR in a while & need this). Questions, how does one figure out the needed power setting? Trial & error? Is every plane going to be different, or will all 152s be the same, all Archers the same, etc?
Hey! At 1:25 you say that it's convenient to think of pitch controlling V/S and power controlling airspeed. Wouldn't it be the opposite? Since my PPL I learned that if you want to maintain specific slope and speed, you should pitch for airspeed and adjust power to maintain the V/S. It has always worked for me quite well this way for both instrument and visual approaches.
Really pitch and power are intertwined but it's convenient for different maneuvers to think of them in different ways. During steep turns, for example, we think of pitching to altitude and powering to speed but it's the "opposite" in slow flight. The point is that you get the most meaningful and precise data. In this case, pitch gives the most immediate response to vertical rate and that's why I say it's convenient to think of it that way. This lesson was taken from the FAA instrument flying handbook published in the late 70's (if you can find that someplace) and they have more on it there. If how you do it works, I'd say don't fix something that ain't broke if you know what I mean
My flight school does have this FAA handbook. Will definitely take a look into that, but I understand your point about precision and fast response. In fact, if you really think about it, you are taught to fly a certain way because it may be easier when you're adapting to the maneuver, but as the skills get developed, you just kind of interchange methods based on judgement and barely notice you're doing it! At least that's what I've just realized about myself now that I gave it a second thought. As you said, it's all intertwined after all. I've recently finished my CPL/IR/ME and I'm currently working on getting my CFI rating, so still have a lot to learn with other instructors and with the students I'll soon be teaching.
I think the key is that if you know the power settings for your type then everything else falls into place. In a Skyhawk ~1700 and 90 kias will give you -500fpm. My CFII uses the FAA lesson handbook and teaches it as Jason does. Fyi the FAA Instrument Flying Handbook is free online via the FAA website.
Just saw this. Good technique that pitch is glideslope and power is speed, because if equipped with an autopilot, the AP will obviously pitch for glideslope, as will the flight director, if equipped. The airspeed control in that case is left up to you to adjust power. In the corporate and airline jet world that I am retired from, we set the pitch attitude and set the thrust to known values when intercepting the ILS. That resulted in the proper speed and rate of descent for the approach. All one had to do was make minor corrections as necessary to correct for weight, wind, etc. BTW, crosswind correction on final was a crab, never a slip...as the flight director would command and the autopilot would fly. If anyone reading this does it differently when hired by an airline or corporate flight department, they will have a tough time during the training portion.
Yeah that sounds about right. Also, you'll get the most immediate response to vertical speed from a pitch change which helps to hold the glide slope. Thanks for the comment
“Immediate response”...as in the autopilot won’t add/reduce power to maintain the GS. So why would anyone fly it differently from the autopilot unless they didn’t have an autopilot and would never have one? And that still isn’t a good reason. I hope I don’t get in trouble for divulging a pro pilot “secret”.😀 Keep teaching the good stuff. At least one, old, 50 year, Gold Seal CFI agrees with you.👍
When straight & level - trim for that particular speed to maintain alt. (Scan the panel) When it comes to reduce speed and alt, that is when the glide slope needle begin to drop, - just power back a bit and the airplane will begin descent by itself, you don´t have to touch the yoke.(Scan the panel). Adjust in small increments, the throttle until you reach either 90 and/or 500. Now you can make the small adjustments with the elevator trim and the throttle. (Scan the panel) .The plane will follow the slope fine and you can concentrate on the localizer and the timer and minimum desc. alt. In your mind you go through the missed approach procedure. (Scan the panel). Make the best landing of your career ! (Or perform MAP). /Peter CFII
Ok, I'm about four years behind this release so I guess nobody is there? I'm practicing for my UK IR(R) and will play with this technique but I noticed the descent was happening without flap. At what stage would you apply flap? Would it be close to minima around 600'? Sane question for gear down - I'm currently in an Arrow. Thank you.....
Colin Rasmussen jets have two engines, thousands of gallons of kore fuel, and will stall if they fly anywhere near the speed of a Cessna on final. Totally different planes, I meant 90 seemed fast for a C172 but also mine isn’t in mph it’s in kts
Newb question. Does that only work for a Cessna? I’m just wondering how larger faster planes stay on glide slope? If there is a 15 knot headwind would you hold 105 Ground Speed?
Jason, you say “...If there is no wind, this is your glide slope”. So how does wind affect this secret 90/500 rule? Been following you for years, great stuff, appreciate it. - Bobby from KC
Thanks Bobby! Well it's always based on a 90knot ground speed, if I said "no wind" I meant that it will only equal a 90 knot airspeed in a no wind situation. Thanks for following along!
I guess the missing link is: Aa a rule of thumb 5 x GS equals your descent rate for a 5% (3 deg) Glideslope. Thinking of that... No wind, 90KIAS => 90kt GS => 450fpm, 10kt head wind, 90KIAS => 80kt GS => 400fpm and so on...
I started IFR training but couldn't continue decades ago. I clearly remember my instructor told me to use power to control vertical speed which is exact opposite of what you said. I'm most likely not seeing a bigger picture and only remember smallest detail. Just curious if there are situations to use power to control descent rate.
That is the correct method for slow flight, much of which is taught under the hood, or should be. It is very stable and reliable. Attitude = airspeed, and power = vertical speed, or altitude, depending on the goal (climbing or descending) or maintaining current altitude. He's saying that the power change has a longer delay in the glideslope correction than using pitch. So if you reverse it and use the faster pitch correction the, then you can adjust the airspeed with power and stabilize the approach with a potentially faster response. Personally, I prefer the former, since I fly that way for any slow flight and slow or dragged out pattern work having to follow planes on very wide patterns. If you're used to controlling the plane that way it can work out well. If you aren't, it may be easier to follow this approach, no pun intended. It's worth trying it out, regardless, and see which one fits your flying style. I tend to like the original style I was taught since it meshes with what I've been used to for over 30 years. I will give this a try to see how it compares.
@@MasterCarguy44-pk2dq Ok I didn't state "rate of descent". Half of 90 knots is 45. Add a zero to make it 450 and use that for rate of descent. 450 feet per minute. I also didn't state you'd have to add or subtract from that based on what the wind is doing to you. The whole video was talking about rate of descent. I thought most pilots could figure that out. Guess I was wrong.
@@JeromyReimer you should never just figure it out in your head. That's how people die. I can go from walk around to airplane start, taxi and take off in my head but I use a "checklist" and write everything down, everytime. Forgotten checklist items have caused many many accidents in the last 65 yrs just in the US alone.... Also, do not rely on technology more than 65%. Raw data and knowing what to do with it is your best friend and will save your butt. Infact technology has proven that today's pilots are more lazy and likely to miss things than us old school guys that used 65% raw data w/steam gauge and partial glass vs full glass in the flight deck. Pilots that hand fly more are 70% safer than those that do not very often.
Consider that the glide slope leaves you at a precision runway (which is typically plenty long (around 5000'). In a low performance single such as the Cessna you see here that is plenty of time to pull power, bring in flaps, and land on the first half of the runway. In a high performance single (such as a Mooney, Cirrus, or Bonanaza ... or a twin) I would use the first flap setting at the final approach fix.
Nice vid, I found it very useful to thoroughly brief the student on the ground. Ensure that they had 'ball park numbers' for power settings, and that they were totally secure in knowing how to control airspeed and rate of descent and that they understood the value of maintaining a well organised scan. I regarded that ‘instruction' was done in the classroom. Which meant that flight time was prompts and coaching. Attempting to 'teach' while flying is counter productive and confusing and poor value for money. Sadly there are are flight instructors who are in the game to get the biggest buck for the smallest bang and the student is totally at their mercy.,
Love these bite sized, real world training sessions!
FlightChops thanks Steve!
Quick reference technique: Take whatever your GS is and add a zero to it and then divide by two and that should be what you hold on your VVI. So if your GS is 200 knots, you add a zero and get 2000, then divide by two and you get 1000 ft/min on your VVI to hold the glideslope. This is helpful if you are changing your speeds based on configuration throughout the approach.
Some pilots don't have GS displayed and besides groundspeeds can change drastically when there's a windshear somewhere along the descent. Why go through that extra unnecessary workload? Every pilot has all that is needed right on the panel - just follow the glideslope needle. That's all an autopilot does with perfect results every time.
way too much maths. It's just half your GS plus a bit. so 150kt GS, 75(0)fpm plus a bit. ignore the zeros. biggest mistake pilots make is not commanding sufficient RoD early on, or joining final above profile and having to have high RoD to catch up. So if you re turning on at 10nm/ 3000agl, you need to make sure you start descent and an appropriate RoD STRAIGHT AWAY. ILS is super easy as needles will guide you all the way down. A non-VNAV RVAV/RNP or VOR/DME is the bigger challenge and needs a good brief before hand or you will fail to maintain profile.
I like your videos.
With regards to GS and airspeed control, I respectfully suggest a 180 change from your method. I would trim/pitch for airspeed and throttle for GS. This is based on the excellent text “Aerodynamics for Naval Aviators.”
Without going into a long winded discussion, if the plane is ultimately trimmed to 90, or any desired speed, then simply throttle for GS. If high, throttle back and if low, do the opposite. Try it. If stable and trimmed, you don’t even have to scan the airspeed and attitude indicators (But one should still scan it). Flying is then easy. I do this method from radio control airplanes, to all light aircraft that I fly and even the 737 at work.
That’s what we were also taught too at my flight school. Pitch controls speed, and power controls altitude.
That's what I teach my students. Pitch for airspeed, power for altitude. It works for paper airplanes too.
Here (UK) it's also the main principle for visual flying and non-precision approach, but for ILS it's being taught in reverse by many instructors.
Military and civilian training I got was pitch/trim for speed then throttle for altitude control on the gs.
If you pitch for altitude it causes all kinds of other possible issues, chasing airspeed or altitude and now your distracted which = "dear so and so, I regret to inform you that your son/daughter hit a tree/building etc, basically CFIT. An unstable appr can pop up quickly and then your behind the airplane.
Thanks for being so calm. Your positivity towards your student goes along way. I liked what you said about the glide slope, “ the situation might be a little different but this will be darn close”. I also find that 90 with 500 ft descent may not be perfect but it is pretty darn close. - keep these going! #TFP
Thanks Paul! I will keep them coming
It is only close because the wind is seldom calm. So, you need to adjust for the fact that at 90 IAS your ground speed will rarely be 90.
@@LTVoyager True, but this is a great starting point to build upon.
GS x 5 = approximate VS
Helps adjust to other conditions. And of course wind layers change during descent too.
I wish my IFR instructor was even half as good as this instructor is. Although I finally received my rating, I learned that by watching videos like this, I received more knowledge from the videos that I put into practice from videos like this than from my actual former instructor. Thanks so much and please keep making these videos.
Thanks for the compliment ... and ... sorry to hear you had such a bad CFI. I'm glad I could pick up some of the slack here, will definitely keep making these videos :)
You do such a great job instructing. I'm working on my CFI now so a lot of your videos have been a huge inspiration for me. Im so glad I stumbled across your channel! I really enjoy your teaching style and the way you make a lot of these techniques and maneuvers look easy. I wish more CFIs had your level of passion. It is obvious you love what you do. Keep up the good work, it is truly appreciated!
Awesome Niccolai! Thanks. I'm glad you found it too
Your instruction and presentation skills are the best.
I really like your teaching style. Stopping the video to talk about some key points and then getting back on...
Thanks!
This is an old thread, but seriously, how do you only have 27k subscribers? I wish I was in CA so I could take lessons from you. Your content is outstanding, informative, and well produced! You might be one of TH-cam's best kept aviation secrets, haha.
If this is her first approach, she is VERY good. Beyond very good. Great instruction, too.
James Wills thanks James, yes she was doing great!
Jason, just a note to say thank you from one of your fans. As a private pilot and a scuba instructor beginning back in the 80's I have seen a lot of changes in technology in both industries, but as an instructor, there have always been a few constants for GREAT vs. good teachers. You obviously love what you do, and your students and fans can sense that. You are warm, caring, accessible, and knowledgeable which you love to pass on. Thanks for all of the work that you put into your wonderful video's, it is very much appreciated. I learned how to fly out of Napa, and watching your Bay Area and Sierra Nevada videos sure bring back some great memories of living there. Thanks again and keep them coming..... Steve Mesa Az.
Steve Castro thanks so much for that comment Steve, it’s great to hear that folks notice and that the work is appreciated.
One of the best Gide slope tips.
I have been flying quite a few ILS approaches over the last few weeks as part of IFR training. This really helps me make the approach more systematic and less of a guess work. I have an amazing CFI but being able to watch somebody do it from my couch is pretty helpful. Thanks !
BOOM, that's what I want to hear, awesome! You're most welcome
Hi Omar congratulations! you are on the short list for winning the December Flight Chops contest --- yay. What I need you to do is email me at jason at learnthefinerpoints dot com and I can fill you in on what's next
I like it that you change the problem to what is direct rather than chase a power to needle to power feedback loop
You just come across as a best friend. Wish we lived closer. I'd love to have you as an instructor. If you ever get to Cape Cod....
Loved this video. I’m 4flights into my ifr training . I am still struggling with maintaining proper glide slope. I’ll try this method tomorrow in my flight and I’m pretty sure it will work. Thanks for the video :)
Your the best!! You actually explain very simple, easy and effective..Thanks!!
I'm just 1 month away from starting my IFR... Super Excited!
Why the hell doesn't this channel have way more subscribers? I am not a pilot yet, only had an intro lesson but I totally get all of those points. They even improved my flying on the Simulators
Spot on. Key teaching on airspeed and 500 fpm. Nicely done!
Her radio communication skills is just flawless. 😮
Scrolled down to check before posting this exact same thing. You read my mind. She did great!
I did this today and it worked perfectly. Thank you Jason!
I just found your podcast on pandora, i just wanna thank you for what ur doing in the aviation community. Will be listening to your podcasts everyday!!
Thank you!
I only have positive things to say about your instruction style and content. I am an ‘old’ airline training captain and checkpilot who decided to get back into GA instructing. I found your videos and enjoy the reminders they give me. My comment is this; maybe you touch on this with your students, but 500fpm at 90kts ground speed is actually off. (It is a good starting place, and maybe that’s all you want them to know at that point). In a Cessna you can get a way with it. But, if you teach “half the ground speed, and add a zero” that will be nuts on at any speed. So if your students transition to jets, or even faster light twins, a 140kt approach is easily calculated to 700fpm, and so on. Keep up the great work.
Excellent video. If ever wanted to go go back and get instrument rated I would love to have this instructor.
Wow! That was really good and useful. Thanks to Anita as well. great job.
Good technique ,,we were told to control air speed with pitch and altitude with power
stealhty1 What you were told is correct. An aircraft will climb or descend due to thrust. (In a standard atmosphere excess thrust will determine an aircraft’s absolute ceiling for a given weight.) Changing pitch will change AOA which will change airspeed and the thrust required. So no, this is not a good technique. This video is garbage.
@@jimziemer474 Garbage? The reason you pitch for the VSI on a Glide Slope is because the response is immediate, instantaneous. The airspeed indicator lags way to much. The signal is extremely narrow. If you try holding a glide slope by pitching for (or trimming for) and airspeed you will lose the needle I can almost guarantee it. The airspeed indicator lags waaaaay too much to make this effective. Not only are you responding to very old data, the response inputs take too long to manifest in change.
The Finer Points sorry friend, but I think you have that backwards! The VSI in a plane like this has a lag of ~5-9 seconds whereas the ASI responds almost instantly.
@@alexhackler8166 The vsi does lag but that is not what is being discussed, you need to know this on a deeper level to understand. The asi responds slowly to power changes, where a pitch change will have a much quicker effect on rate of descent.
Yes, the airspeed is an instantaneous measure where the vsi takes a moment to read accurately, but that's not what he's talking about.
@@taytayflyfly7291 Except that if you read the message that I responded to that is exactly what he is saying. In terms of trying to hold a glide slope the Vertical Speed Indicator is effectively useless beyond confirming with other instruments because you're looking at what has happened 10 seconds ago. It's fine to use it to get set up at an appropriate descent rate but in terms of holding that glide slope you need to look elsewhere. The Air Speed Indicator will tell you about any change in pitch almost immediately regardless of if that change in pitch is from a power change or just a control movement. Source - Also a Flight Instructor
Good lesson, the student is paying attention and will have this needle chasing tamed in no time and having fun with it!
Excellent video. I worked toward my Instrument Rating some years ago. I wish the procedures had been broken down into such a practical way.
this is one of my favorite videos, you make it look so damn easy.
Thanks so much for these great videos. I’m a new CFII and have already been using a lot of little tips I get from you to help teach.
You're welcome Luke! That's great to hear, I'm glad you're getting a lot out of them.
anita is a great sport--but she is also nailing it!! the pause to focus and circle the indicated gauges with emphasis. like how the focus on that will hold the ILS needles like magic. I will hear your voice now in my ear 'power for 90-pitch 500..' #tfp
Awesome! Thanks so much for this. It's a tool I'll be using often!
This is a clear way to understand the glide scope! I believe you did a back country training in East Peoria,IL I attended.
Amazing video! It really helped clarify some doubts I had.
Thank you!
amumumus you're welcome!
Writing more for myself: Now a rusty pilot and part of it was my constant frustration, distraction and yes stress over the Pitch vs Power question. I was so tired over my lack of confidence in "which one to control what?" is best. I was ace at holding a GS or so I was always told but inside I fought demons always wondering how to do it best and I think my ability was in my reflexes to catch it quickly and often used both controls. But that is a lot of distracting workload in IFR. I got better but now rusty I THINK I recall this: 1) of course never forget one affects the other 2) Know my power/trim settings to set up the trend 3) If I use the theoretical (I'll call S&Rudder) "Power for altitude" thinking, I'm gonna sink right through the GS I was getting back down to unless I anticipate and power back up early because reducing power doesn't automatically stop the descent at the GS (vice versa for climbing back up). AND I may be doing this behind the power curve where inputs will be even wilder. In other words, I think in the end it's BEST to think SMALL CHANGES with STICK - it's a faster correction and more forgiving than power changes (where getting behind the curve can be fatal). Use S&R to set up the approach but stick for the small altitude changes. Once back on GS IF speed is changing (likely will not once settled in) then power adjust to compensate. It goes against what we are taught for S&R skills but really, that's for setting trends and not small changes otherwise you end up "chasing the needle" and becoming distracted. 4) ALWAYS remember if too low/too slow Peddle to the metal and lower the nose - in other words remembering the power curve and Wolfgang's Stick and Rudder theory comes back to save the day - you can always go around. Also, classic Wolfgang's S&R skills are critical in slow flight and when behind the power curve but at cruise or anytime there's lot's of momentum and airflow going, I'd fix altitude with stick first then set trim and power because varying power 'first' sets up a new trend and I'd end up fiddling sometimes my entire flight to try and get it right leading to exhaustion.
Of course, for MAJOR changes, always remember to use both as one does affect the other. In time it become second nature to do both.
Thank you. It's rare to find real training tips on youtube that aren't filled with stupid disclaimers.
Thanks for the video, I actually learned a bit different: Power for pitch and trim for airspeed.
Cheers
Omg your tail number is N106RA, the Skyhawk I fly at KTMB is N107RA!
I'm a fan of 5 times your groundspeed divided by 3 times your glideslope (5 * groundspeed * glideslope / 3), more easily expressed as 5/3 * ground speed * glideslope or 5/3xy. 9 times out of 10 the glideslope calculation cancels out to 1 since 3 degrees is the standard but with some quick rounded mental math it gives you the ballpark descent rate for any glideslope you may need.
This formula has application for enroute climbs/descents as well as various other times where you might need to maintain a particular slope.
Holding a glidepath or glideslope is a matter of power management. Small or large airplane and even rotorwing, though in this case is power/torque management. Nice vid.
Just starting my instrument training and this is a great little nugget to remember when flying an ILS. I remember the first ILS I flew in VFR conditions with a pilot friend of mine and was chasing the needles all over the place. #TFP
I always let my students fly at least one ILS in visual conditions to see that the runway never moves. It's the trend on the needle that's important. If it's headed toward the center don't change a thing
Every pilot chases the needles the first time, and many pilots chase the needles every time. 🛫
Excellent. I've only seen a couple of your videos but you're very good.
One of my pet peeves is a 5,000 pilots sawing on the yoke in turbulence trying to keep the wings level.... Pilot induced oscillation makes me sick. Hope you cover that sometime. (Comm since 68)
Thank you! 🙏🏻
The main thing I would keep in mind is there is a particular power setting that will produce a certain decent rate. Like in the video he references 1700 rpm. You have to have a general reference whether landing visually or flying an approach. A good rule of thumb is A/S x 5= VSI(rate) 450fpm. This will keep you on the g/s. Pitch for airspeed, adjust power for glide. IMHO.
Thank you for making videos that help us pilots each and every time. I’m am just starting to learn IFR and can not wait to use this tactic on my next flight. #TFP
Hi Jacob, congratulations! you are on the short list for winning the December Flight Chops contest --- yay. What I need you to do is email me at jason at learnthefinerpoints dot com and I can fill you in on what's next
Will be beginning my instrument training soon!! Awesome!!! Thank You!!
747-pilot sure! Good luck with your training
An amazing skill to add - and one to continually hone!
LoL - I almost choked on my coffee.......
Great teaching technique. Subscribed
Man Jason such an awesome tip! Thx again for what you do!
What a great video... congrats.. Here is another tip... Fly to Every Runway like there was an ILS approach servicing the runway (e.g. descent rate GS(kt) X 5 in ft/min). Most videos I see on TH-cam the pilots approach "too low" and plan to touchdown on the numbers (is anyone paying cash for that?). So, they are on glide path, chop the power, increase their descent rate and the flatten the approach to touch down on the numbers. The sight picture is completely off and the flare provides little aero braking since the flight path is so shallow.
pedrosura thanks! Agree about touchdowns on the numbers, why? As long as the wheels are down in the first third or at the latest by the halfway point I’d rather see a pilot keep the altitude to potentially glide in the event of power failure
You are welcomed! Great channel. Really good topics and superb instruction. Well done..
Jason , you are really the high bar of all things flight training.
Thanks Will 🙏🏻
Jason really enjoying your videos, please make them more often, wish the distance was not so far in between, would have liked to shake your hand man. Appreciate these tips. Thumbs up!
Thanks Kurtay! Your request is noted ... Patreon has been helping a lot there and there a couple more sponsors threatening to come on. I'd love to make them more often but at the end of the day it's about how much time I can spend editing as opposed to flying / lecturing. Doing my best to bring them every other week for now and weekly when I hit 1000 patrons. Thanks for your kind words and let me know if you're ever going to be out in the bay, we'll go fly!
Great my friend. Let me know if you need any help with editing (my support/help to/for you).
90 kt is 546840 feet/hr (being 1 nm=6076 feet) 3 degree descent than Tangent(3)=0.0542 now multipy 546840X0.0542=29597 feet/hr descent to convert this to feet/min we need to divide to 60 29597/60=493 feet/min. GOOD LUCK! (not exact calculation but close enough)
If you happen to be using Jeppesen approach plates then there is a FPM vs grounds speed on the plate. Also for a quickie if you have your ground speed readout and let’s say it’s 95 it’s then add a zero and decide by 2 and that gives you a pretty good fpm to maintain a 3deg glide slope.
Great way to make someone chase the VSI.
Would love to see her in action partial panel. It will be a roller coaster
Pitch for airspeed, power for altitude. Works in both VFR and IFR.
Great tip. Curious to see how it varies at airspeeds below 90 kts, which is above my Vfe.
Yeah me too, for me my landing speed in a 150 is 65 to 75 kts
AS USUAL OUTSTANDING VIDEO AND EXCELLENT ADVICE!!
This technique is good for IFR because you maintain your maneuvering speed to prevent stalls and sudden drops from turns on to stay on the ILS.
I did my IR in a twin, and my instructor taught me Ground Speed x 5 = Rate of Descent on an instrument approach. I guess that would result in similar performance to this method.
you helped me pass my test, not the check ride, thank you so much
Excellent Lance! Congrats, that makes me happy :)
And for those curious, in skyhawks, piper warrior/Cherokee’s (most normally aspirated fixed gear aircraft) 2100 rpm’s and proper trim will give you level flight at 90kts in landing configuration. 1900 rpm’s when you reach the glide slope will give you about 500 fpm descent at 90kts. Don’t pitch up or down!! If you get low increase power, if you get high, decrease power (small adjustments only)
Awesome info as always!!! Good video!!!
Mike Farlow thanks Mike!
Also signed up for info for this year's San Juan Islands trip... bummed I couldn't do it in 2017. And if you find yourself in DFW area, the welcome mat is lit for a BBQ flight to the Hard8 near KSEP!
Another great video, Jason! Well done!
Thanks Troy!
Just discovered your channel and I love it. Nice job !
Thanks! 🙌
Great video. I am understanding what you mean by the finer points. Like my instructor tells me all the time the plane will fly its self. It’s up to me to get it to the place I want to go. #TFP
I like that, thx Danny
Hi Danny, congratulations! you are on the short list for winning the December Flight Chops contest --- yay. What I need you to do is email me at jason at learnthefinerpoints dot com and I can fill you in on what's next
The Finer Points really me
1 to 1.5 NM before final. It's 10' flaps, mixture rich and landing lights on. Are you using power to keep your airspeed at 90 kias with the flaps in. I can't clearly see if 10' flaps are in. Thank You.
Great video and content. That oil pressure needle got my attention barely a minute into though. ;-)
I’ve always flown pitch for airspeed power for altitude. Much easier to catch your altitude with power… got all the way through instrument and a single engine approach on my commercial multi checkride doing this method. To each their own
Very cool !! Thanks for sharing !
do these speed values work for my flying boat/warship/fighter/attack craft?
Hello Jason, i learn alot from you, thank you for sharing your experience with clear explanation. I see your videos lately because i am newly into aviation but isnt it “ Ground speed x 5 = descent rate and DME distance x 300 = descent height “ one of the basic thumb rules ? Why no instructor in youtube mentions it i am confused.? Do i miss something ? Is it only for mrjt airplanes?
excellent teaching. Almost as good as FlightChops
Joann Somers: oh lol - wrong wrong wrong!
Nobody but nobody is as good as Chops . . .
at being Chops : )
She did a terrific job!
Quoting from 4:31: "A 90-knot ground speed and a 500 foot per minute descent will almost certainly hold a glide slope." - Gotta be careful, you have to take some factors into consideration, this works for a Cessna 172 under the weather conditions seen in this video, but it may not work for a larger GA aircraft and will certainly not be suitable for a Cessna Citation. 🙂
Wow. This is amazing! Thanks! I'm instrument rated but was never taught to use power setting to hold glideslope. It looks much easier than chasing the damn needles, which gets challenging close to the runway. I'm definitely going to try this during my soon-coming instrument training for my comp check (haven't flown IFR in a while & need this). Questions, how does one figure out the needed power setting? Trial & error? Is every plane going to be different, or will all 152s be the same, all Archers the same, etc?
Beautiful lesson.
Oh to fly! Thx!
Hey! At 1:25 you say that it's convenient to think of pitch controlling V/S and power controlling airspeed. Wouldn't it be the opposite? Since my PPL I learned that if you want to maintain specific slope and speed, you should pitch for airspeed and adjust power to maintain the V/S. It has always worked for me quite well this way for both instrument and visual approaches.
Really pitch and power are intertwined but it's convenient for different maneuvers to think of them in different ways. During steep turns, for example, we think of pitching to altitude and powering to speed but it's the "opposite" in slow flight. The point is that you get the most meaningful and precise data. In this case, pitch gives the most immediate response to vertical rate and that's why I say it's convenient to think of it that way. This lesson was taken from the FAA instrument flying handbook published in the late 70's (if you can find that someplace) and they have more on it there. If how you do it works, I'd say don't fix something that ain't broke if you know what I mean
My flight school does have this FAA handbook. Will definitely take a look into that, but I understand your point about precision and fast response. In fact, if you really think about it, you are taught to fly a certain way because it may be easier when you're adapting to the maneuver, but as the skills get developed, you just kind of interchange methods based on judgement and barely notice you're doing it! At least that's what I've just realized about myself now that I gave it a second thought. As you said, it's all intertwined after all. I've recently finished my CPL/IR/ME and I'm currently working on getting my CFI rating, so still have a lot to learn with other instructors and with the students I'll soon be teaching.
awesome! Yeah check out that book all the way in the back. There is good stuff there
I think the key is that if you know the power settings for your type then everything else falls into place. In a Skyhawk ~1700 and 90 kias will give you -500fpm. My CFII uses the FAA lesson handbook and teaches it as Jason does. Fyi the FAA Instrument Flying Handbook is free online via the FAA website.
Rod Boone yes but I was referring to a few versions back which is a bit harder to find
This was posted 3 months ago, just hoping you got the left fuel indicator fixed by now. 👀
Nice explanation!
Awesome video! As always!!
Landings and just keeping control of speed... what helped me:
Pitch for speed.
Power for altitude.
Just saw this. Good technique that pitch is glideslope and power is speed, because if equipped with an autopilot, the AP will obviously pitch for glideslope, as will the flight director, if equipped. The airspeed control in that case is left up to you to adjust power.
In the corporate and airline jet world that I am retired from, we set the pitch attitude and set the thrust to known values when intercepting the ILS. That resulted in the proper speed and rate of descent for the approach. All one had to do was make minor corrections as necessary to correct for weight, wind, etc.
BTW, crosswind correction on final was a crab, never a slip...as the flight director would command and the autopilot would fly. If anyone reading this does it differently when hired by an airline or corporate flight department, they will have a tough time during the training portion.
Yeah that sounds about right. Also, you'll get the most immediate response to vertical speed from a pitch change which helps to hold the glide slope. Thanks for the comment
“Immediate response”...as in the autopilot won’t add/reduce power to maintain the GS. So why would anyone fly it differently from the autopilot unless they didn’t have an autopilot and would never have one? And that still isn’t a good reason.
I hope I don’t get in trouble for divulging a pro pilot “secret”.😀
Keep teaching the good stuff. At least one, old, 50 year, Gold Seal CFI agrees with you.👍
An Just like that a VFR pilot learned something very important about IFR flying👍👍
Always useful
When straight & level - trim for that particular speed to maintain alt. (Scan the panel)
When it comes to reduce speed and alt, that is when the glide slope needle begin to drop, - just power back a bit and the airplane will begin descent by itself, you don´t have to touch the yoke.(Scan the panel). Adjust in small increments, the throttle until you reach either 90 and/or 500. Now you can make the small adjustments with the elevator trim and the throttle. (Scan the panel) .The plane will follow the slope fine and you can concentrate on the localizer and the timer and minimum desc. alt. In your mind you go through the missed approach procedure. (Scan the panel). Make the best landing of your career ! (Or perform MAP).
/Peter CFII
Right on with the trim...to me one of the most important controls for precision approaches, VFR or IFR.
Ok, I'm about four years behind this release so I guess nobody is there?
I'm practicing for my UK IR(R) and will play with this technique but I noticed the descent was happening without flap. At what stage would you apply flap? Would it be close to minima around 600'? Sane question for gear down - I'm currently in an Arrow. Thank you.....
*hey great video! Appreciate how calm you were, and the video was edited very simple to understand too. Love this video! Also, 90 seems kind of fast?*
Airliners fly approaches a lot faster than that.
Colin Rasmussen jets have two engines, thousands of gallons of kore fuel, and will stall if they fly anywhere near the speed of a Cessna on final. Totally different planes, I meant 90 seemed fast for a C172 but also mine isn’t in mph it’s in kts
Veni Vidi Amavi I prefer to fly the ILS @ 105kts in the 172.
Fantastic tip
Great video. Just got my ppl last week, can’t wait to start on instrument.
#tfp
Newb question. Does that only work for a Cessna? I’m just wondering how larger faster planes stay on glide slope? If there is a 15 knot headwind would you hold 105 Ground Speed?
Great Video. Thanks
Glad you liked it!
Jason, you say “...If there is no wind, this is your glide slope”. So how does wind affect this secret 90/500 rule? Been following you for years, great stuff, appreciate it. - Bobby from KC
Thanks Bobby! Well it's always based on a 90knot ground speed, if I said "no wind" I meant that it will only equal a 90 knot airspeed in a no wind situation. Thanks for following along!
I guess the missing link is: Aa a rule of thumb 5 x GS equals your descent rate for a 5% (3 deg) Glideslope.
Thinking of that... No wind, 90KIAS => 90kt GS => 450fpm, 10kt head wind, 90KIAS => 80kt GS => 400fpm and so on...
@Bobby When you’re getting a 20kt headwind you won’t hold the glide slope 90kias and 500fpm descent.
I started IFR training but couldn't continue decades ago. I clearly remember my instructor told me to use power to control vertical speed which is exact opposite of what you said. I'm most likely not seeing a bigger picture and only remember smallest detail. Just curious if there are situations to use power to control descent rate.
That is the correct method for slow flight, much of which is taught under the hood, or should be. It is very stable and reliable. Attitude = airspeed, and power = vertical speed, or altitude, depending on the goal (climbing or descending) or maintaining current altitude.
He's saying that the power change has a longer delay in the glideslope correction than using pitch. So if you reverse it and use the faster pitch correction the, then you can adjust the airspeed with power and stabilize the approach with a potentially faster response.
Personally, I prefer the former, since I fly that way for any slow flight and slow or dragged out pattern work having to follow planes on very wide patterns. If you're used to controlling the plane that way it can work out well. If you aren't, it may be easier to follow this approach, no pun intended. It's worth trying it out, regardless, and see which one fits your flying style. I tend to like the original style I was taught since it meshes with what I've been used to for over 30 years. I will give this a try to see how it compares.
For a standard 3° glide slope just take half your airspeed and add a zero. It'll put you in the ballpark and is easy to adjust from.
Ok the way you explained it makes no sense at all. Not good. 45 kts, (half the spd in this vid), and now (add a zero 0)????? So I want 450 kts? No.
@@MasterCarguy44-pk2dq Ok I didn't state "rate of descent". Half of 90 knots is 45. Add a zero to make it 450 and use that for rate of descent. 450 feet per minute. I also didn't state you'd have to add or subtract from that based on what the wind is doing to you. The whole video was talking about rate of descent. I thought most pilots could figure that out. Guess I was wrong.
Thanks for this tip. I was having a hard time figuring out a descent rate for my speed in my head. This really helps.
@@JeromyReimer you should never just figure it out in your head. That's how people die. I can go from walk around to airplane start, taxi and take off in my head but I use a "checklist" and write everything down, everytime. Forgotten checklist items have caused many many accidents in the last 65 yrs just in the US alone.... Also, do not rely on technology more than 65%. Raw data and knowing what to do with it is your best friend and will save your butt. Infact technology has proven that today's pilots are more lazy and likely to miss things than us old school guys that used 65% raw data w/steam gauge and partial glass vs full glass in the flight deck. Pilots that hand fly more are 70% safer than those that do not very often.
@All_Roads Gotta bait the 90% of "know-it-alls" on StupidTube,
Nice instructions
This video was so helpful in understanding what I can do at airports without VASI / PAPI when I fly small G.A. in FSX.
Or MSFS 2020 :D
as for me where there are videos which relate the aircraft, I click, I like it :D
You have used the 90 knot and 500fpm all the way to 200ft AGL DH. How do you smoothly transition to landing in that 200'? Flaps down? Power?
Consider that the glide slope leaves you at a precision runway (which is typically plenty long (around 5000'). In a low performance single such as the Cessna you see here that is plenty of time to pull power, bring in flaps, and land on the first half of the runway. In a high performance single (such as a Mooney, Cirrus, or Bonanaza ... or a twin) I would use the first flap setting at the final approach fix.
The Finer Points thanks. I will work on that transition and watch how much runway I use in my 172
Chris Miller yes and let me know what you find
Nice vid, I found it very useful to thoroughly brief the student on the ground. Ensure that they had 'ball park numbers' for power settings, and that they were totally secure in knowing how to control airspeed and rate of descent and that they understood the value of maintaining a well organised scan. I regarded that ‘instruction' was done in the classroom. Which meant that flight time was prompts and coaching. Attempting to 'teach' while flying is counter productive and confusing and poor value for money. Sadly there are are flight instructors who are in the game to get the biggest buck for the smallest bang and the student is totally at their mercy.,
Is that formula, 90 kts and 500 fpm to maintain a 3° GS, relatively consistent across light GA aircraft❓