If your golf game is anything like your flying, then you certainly have nothing to worry about. Great flying and very positive sounding and clear commentary! Thank you sir.
Thanks. If I could become as good a pilot as I've been a golfer that would be awesome. It takes alot of time and work to be good at piloting or golf that's for sure. My role model and inspiration is Arnold Palmer. Great golfer, great pilot!
This was an awesome video! I watch a lot of pilot vlogs and they never explain they key points of why they are doing what they do. That was good! very informative.
This video was perfect. I like your explanations of everything that happens during each phase of flight. This is something that is often missing in other videos and solutions to your mistake was very helpful. Please make more videos !
You do such an excellent job of narrating your videos. I love your approach to flying and how you allow us access even when mistakes are made. We all make mistakes and a good pilot learns from his/her mistakes as well as other pilots. I have benefited from your videos and can’t wait for more to come.
Thanks for the kind words. Glad you enjoyed the video. I'm happy to share the good, bad, and the ugly in the hopes we can all be better pilots...myself included. Cheers-Ren
I did the SAME exact thing en route to the SAME airport. Took me just as long to realize the CDI has switched. Big lesson learned. Thanks for sharing your experience!
Our technique in the jet is to remain in GPS mode and eliminate waypoints (one by one or sometimes several waypoints at a time) along the approach until there are no waypoints remaining in the flight plan waypoint list except the final approach fix. The terminology we agree to use in the cockpit is “please sequence the FMS” or the slang term we use that everybody (?) understands is “please sequence the Box” . Then we can be confident the controller will not throw us a curveball and send us to a FMS waypoint which is believe is in Magenta (GPS) mode for your airplane. We talk about how we will handle Flight Management System (FMS) duties during approach plate briefing. Thanks for sharing. I will definitely send this video to my student pilot son! Actions that seem normal (ingrained) to me now were lessons learned when I first started flying FMS systems. Good job sir...
Thanks for the tips Sierra. This flight happened early in my time with the Cirrus and today I try to do exactly as you've outlined here for the most part. I try to constantly calculate where on that final approach course the controller is going to have me intercept and I activate that leg with GPS in standby so that when I reach it GPS takes over and swings me onto the course. Prior to the Covid challenge here in So Cal we almost never got vectored anywhere but the final approach fix leg so the other waypoints became a distraction. But lately I've been getting clearances to IAF fixes just about every time now that there are very few commercial airliners travelling thru LAZ Bravo airspace. But that will change shortly. Thanks for your post. Cheers-Ren
That happened to me on a flight , tried to go direct to a fix but it was in VLOC mode , after awhile trying I did exactly what you did , scroll through the CDI until GPS steering came back . then I went direct enter enter Nav and it worked .. Nice flying ..
Wonderful presentations. Before a flight I grab my iPad and follow along from reading back clearance to pretending I am PIC. I THINK this improves MY flying and makes me a bit sharper. Additionally, I believe the secret to precise hand flying IFC is never, ever take your eyes completely off HSI and ALTIMETER. That one tip has been invaluable over the years.
I just discovered your channel and subscribed. This was a great Cirrus video, and I'm always on the lookout for those. I started training for my Private a few months ago in a SR20 and am a few weeks away from soloing, and hopefully taking the checkride not long after. I plan on starting IR training a few months after that, so these videos are fun to watch even though I only understand a small fraction of the instrument procedures. Anyway, thanks for posting, please continue to post more, and happy flying (and very nice plane!)
Thanks for your nice comments. Glad you enjoyed it. It was not that long ago I was right where you are. Take your time. There's no rush. There is so much to learn. I've done over 500 hours since I started 2.5 years ago and every day still feels like I'm just getting started. I think its great you are learning in a Cirrus. It's such a wonderful plane. You are very lucky. Cheers-Ren
Love it when you explain what the confusion was. That is instructive for all of us. By the way, when on an ILS, you are on the Glideslope, not the Glidepath. Minor deal.
I wish I did not have to explain the confusion. Much better to get it right the first time but that's part of the learning process. Glidepath/glideslope...sometimes my brain and mouth get out of sync but at the end of the day we're talking about the same thing. Thanks for posting. Cheers-Ren
Great video! Glad I stumbled on you, just subscribed. Thanks for including all the learning points. I remember my IFR instructor telling me that vectors to final is a “heading mode” autopilot. And for whatever reason, Garmin dumps a lot of waypoints (probably to clean it up for you on final) when you activate it. Anyway, I’m not totally sure, but I think if you “load” rather than “activate” the approach at that point, you may keep your waypoints and it definitely won’t switch your CDI to the LOC. Then you still have the option if they suddenly decide to give you a “direct to” fix. Or, it’s 2 buttons (or knob then push) to activate when ATC clears you to intercept on a heading. Even here in central Illinois we get vectors to final a lot, probably because there’s not much going on and they don’t mind. It helps to avoid a procedure turn on an opposite direction approach. Or, keeps you off the approach while someone else can use it as is probably the case in SoCal. Thanks for the video, I look forward to watching more. Nice plane!
VTF does that on older Garmin systems such as the venerable 430, too: it throws away all other waypoints. That "Direct To" doesn't do what you'd expect is a bit more strange, though. Does the CDI switch automatically on the Perspective system? If I understand you right, it switches to LOC. Can't you switch it back to GPS?
I'm not a pilot of full scale planes but if I was and had the money to do it, I would definitely get this plane. I only know rc planes and helicopters and I think I would have no issues flying. Radio communication would probably be my weak point. Very informative channel.
Nice job Ren, I'm a couple weeks from my IR check ride in a perspective sr 20 so I feel your pain. I kept saying get back to the magenta needles to my PC screen while you were figuring out the problem. (My instructor has laughed at me several times struggling with that, it's finally sinking in.) That's where the AFCS gets its steering info from, nowhere else, but you did need to reload the approach first. Once you had everything straightened out, direct to the IAF, approach activated and in approach mode on the AFCS, perspective will change the needles for you on an ILS and LOC approach, you don't need to do it. Also, the stepdown altitudes are next to the waypoints on the MFD in the Flight plan split screen, I use those rather than writing them down ( I keep plate on Foreflight in case I lose the MFD info), I make sure they match the plate as part of my brief. Finally the checklists, you can click through to the bottom, there is a go to next check list item, click that and it goes to the next checklist, or you can use the FMS knob to get to your next checklist if there is one you want to skip to. To exit, press the exit softkey on the MFD, this saves your position in the checklist, where as if you just hit the map or fpl key, your position is lost and you have to find the checklist each time. I enjoy your videos, l love your plane, you do a great job flying it. Take care.
Thanks for the comments and tips. Good luck on your IR checkride. FYI on the new Perspective + the checklists no longer lose their place no matter what you hit. Makes them truly idiot proof!
I'm smiling at your comment about cheering me to get back on the magenta needles. It reminds me why having 'game film' of flights is such a great learning tool for me. In the moment things are moving fast and there's no way to hit pause. Getting a chance to review and critique each flight always make the next one better. Can't wait to go flying again. Cheers-Ren
All G1000 aircraft I've flown switch the CDI to the localizer (green HSI) when activating the vectors to final on an ILS approach. I believe Garmin did this because if you truly are receiving "Vectors to final" by ATC you should be given headings to fly as they line you up with the inbound course of the approach... thus shouldn't need GPS HSI anymore. If you were doing the RNAV/GPS 28R approach and activated vectors to final the CDI would have remained in GPS. The HSI would have just put the inbound course on the HSI. So in your flight you could have selected direct to Bakel and it would have switched the HSI to go direct to that IAF like you anticipated. I prefer GPS approaches in general to ILS especially since most runways with an ILS have a GPS w/LPV minimums anyways. Nice plane, safe flying!
great video! Im a new IFR pilot that flies SR20 G6. It was good to see your procedures and how they defer (and are similar) to mine. QQ on the flight notes pad you use. Is that something you printed yourself or did you buy it somewhere? Im looking for a better one that the one I have right now (my own template).
Faisal the documents you are referencing are Google Sheets that I designed and had printed into notebook pads. If you send me an email at renmanmb@gmail.com I'll be happy to send you pdf files. Cheers-Ren
Yes seems like selecting vectors-to-final mode is a bit of a trap. I actually wonder whether it should ever be used. Just loading an approach with your ‘best guess’ IAF seems to give you the best of both worlds. You are still steering in heading mode, and can select a waypoint any time you want. You make a great point about making sure the CDI and Nav inputs are Synched up. Thanks
These days I typically try to figure out what leg I'll be vectored to and make that the active leg while I'm in heading mode with NAV (GPS) armed in standby. Like you I like having all the options available. Thanks for your comments. Cheers-Ren
It’s better to pre-load the approach with the transition you expect or want (you can request it from ATC), then if they throw vectors to final at you, PROC, Activate VTF (will automatically clear what you already loaded, as you found out). Once they clear you for approach, APR mode on autopilot.
Thanks for the comments. I learned a valuable and useful lesson here. Standard operating procedure for me now is pick a transition to start. If they change I've got the flexibility to go VTF. No reloads! Cheers-Ren
With planes as advanced in the avionics department as the Cirrus, it is so easy to forget one little thing that can snowball into larger effects. I know this well myself on the Avidyne that my Cirrus has. On another note Ren, I've been meaning to ask, how long did it take from start to checkride to get your Instrument? Also, how long did you have you PPL before you started Instrument training?
It took me about 6 months from the time I started IF training to the time I passed the test. That included a misguided start with a "get your IR rating in 10 days" program. I had my PPL for about 6 months before I decided to get the IR rating. I took all my training and the checkride in my Sling 4 experimental. But the truth is 6 months after getting the IR rating and flying IFR plans constantly in the Cirrus I'm only now starting to get really comfortable. For me its not unlike golf. I need constant practice to stay sharp.
Another great video! However, I don't think you need to press the CDI to get green needles. With the approach activated, as you turn towards final, Perspective will automatically give you green needles, trust me, lol. If you were cleared for a complete approach with a step down hold, you would get green needles turning final after the hold. If you pressed the CDI before the hold, you would never enter the hold and deviate from your clearance.
I think I pressed the CDI needle manually once I got on the final approach course just to make sure it switched. At that point I was not interested to see if any more 'surprises' were in store. Thanks for the comments! Cheers-Ren
Great video! Can’t wait to get my PPL. Want to know why I’m watching this? No? I’ll tell you anyway, I’m flying a Cirrus SR22 in Flight Simulator and I want to learn more about flying it 😂
Good video! As a Cirrus instructor, I see the confusion with Load/Activate/Activate VTF constantly. But ultimately it's pretty simple... Load VTF ONLY when you are starting to get vectors from ATC to guide you from the enroute structure to the final approach course. "Nxxxx, turn left heading xxx, vectors for the final approach course." Press PROC, Activate VTF. Question for you: any reason why you don't like to go all the way through the checklist with the ENT key? Say you're in climb and you are done with your climb checklist, keep pressing ENT and it'll take you to the Cruise checklist. It's a bit faster and more intuitive than going to the checklist menu, and use the knob to scroll down to the next one. Safe flying!
Thanks for your comments Fox. Much appreciated. With regard to the checklists its probably just habit at this point. But I think when I first got the plane when I tried just hitting enter it would take me to the next checklist and then scroll me through all the items which was fine if the next checklist was the one I wanted. My climb checklist is rich of peak and when its complete the next one that scrolls up is the Lean of Peak checklist I believe, which is not the one I want. Truth is it's all become kind of instinctive at this point but you've given me something to think about. Cheers-Ren
@@TheRenBaron I know exactly what you mean - just like the next one after "Before Take Off" is "Normal Take Off" which really isn't a checklist, but instead acts as a cue to do your takeoff briefing. Or with the "Before Landing" to "After Landing" checklists. For those I of course do the same thing you do... Checklist menu, scroll to "Climb" and pull that one up for when it's time to do it in climb. I guess you're right, it is a habit. And if it works for you, don't change it. I was just curious. But I have found from working with clients in the Cirrus that the Menu - scroll method can be cumbersome in high workload environment. Thanks again for sharing!
@@FoxVictorBravo Well I think the truth is that when I first got our Cirrus it all kind of felt 'high workload'. That Cirrus Perspective + system has such powerful capabilities that it can be overwhelming at first. But I think if you take the time to really dive into all the menu options things start to have a real flow to it and the 'high workload' starts to slow down and becomes comfortable. The departure sequence from my home airport at KSMO has alot going on but now that I'm comfortable with the avionics I find it strangely relaxing now. Go figure. Any way thank for sharing your knowledge. Cheers-Ren
The Ren Baron well I don’t know when the actual date of the video was but I am sure they were growing that rough for the PGA event. It looked brutal on TV. But then again you’re not supposed to hit it in there.
@@uspsanoob8614 It was 10 days ago and they were definitely getting it prepped for the Farmers. But to be quite honest the fairways were pretty freakin narrow by any standard. And we were playing it at 6,700 yards ish not 7,600.
The Jeppesen charts list the minimums in the database which triggers the minimums audible callout. But the pilot enters the minimums that display on the PFD for visual reference. Thanks for posting. Cheers-Ren
@@TheRenBaron Thanks for the quick reply. I'm surprised the minimums can't auto populate. I very much enjoy your videos and the explanations. More than 30 years have passed since I was last in a small plane, and I'm considering getting back into the cockpit.
Well...I'm a little bothered by the fact that you had to fight the system (literally) and had to figure out why it would not accept a command from you. AND...that you had to later refer to a 600 page manual as to why the system didn't do something while you were in the air. This seems counter intuitive to the very reason why we have these systems. They are meant to make things easier and fool proof...not require that you hold a master's degree in glass panel logic. I'm glad you figured it out and all, and it's an awesome video, (love your channel too) but it makes me think..."Hey Garmin...WTF?". Ideally, if any system has my plane and the PIC by the balls, and it ignores a command or input, it had better tell me right then and there exactly why it's doing that. If I have to memorize or read a 600 page manual to fly a plane...then...no f-ing way. Garmin 1000 = HAL 9000
The Garmin Perspective plus is an amazing system but like any complex system its up to the operator/pilot to understand it. So I'm quite happy to take the time to learn it by studying it and using it. I'm not sure how else you would do that.
@@TheRenBaron Thanks! I agree it's an amazing system. Amazing plane too. But I think it should not have left you hanging like that. Not in a flight critical situation. It denied a request without explanation, during flight. Anyways...great video, as always. Keep up the great work. I'm a fan!
@@TheRenBaron Just for the record, I'm not bitching at you. You did all the right things and did an amazing job. You're an awesome pilot. I'm bitching at Garmin, because...my engineer brain is telling me that they should have an 11th commandment within the development of this technology that reads "Thou shall not ignore commands from a PIC without an on-screen explanation".
@@motoxcarbon9891 Ok you are engineer! Ok that makes alot more sense to me. To be fair, the plane did exactly what it said it would do in the manual even if it was a bit different than the other ways the CDI needle switches (with GPS guidance). But it would make the system even more powerful if the system was smart enough to have on screen annunciation or reminder that no GPS is provided. That's a great idea!
As soon as you hit vectors to final I knew what was going to happen. I’ve watched enough videos here to find out. I think the new versions do not dump all your approach fixes when you go to vectors to final.
![[ไฮไลต์] แบดมินตันหญิง "เมย์ รัชนก" ไทย vs เบลเยี่ยม รอบแบ่งกลุ่ม | โอลิมปิก 2024](http://i.ytimg.com/vi/qfMROCoiKMY/mqdefault.jpg)
If your golf game is anything like your flying, then you certainly have nothing to worry about.
Great flying and very positive sounding and clear commentary!
Thank you sir.
Thanks. If I could become as good a pilot as I've been a golfer that would be awesome. It takes alot of time and work to be good at piloting or golf that's for sure. My role model and inspiration is Arnold Palmer. Great golfer, great pilot!
Enjoyed your explanation for everything you did. Thanks for taking time to explain it.
Glad you enjoyed it. Cheers-Ren
This was an awesome video! I watch a lot of pilot vlogs and they never explain they key points of why they are doing what they do. That was good! very informative.
Glad you enjoyed it. Cheers-Ren
Thanks for sharing your flying and your "discoveries". It is great to watch someone learning, as we all have to do.
My pleasure Russell! Still learning, still having fun. Cheers-Ren
Very good video, great explanation of what you were doing. Thank you.
This video was perfect. I like your explanations of everything that happens during each phase of flight. This is something that is often missing in other videos and solutions to your mistake was very helpful. Please make more videos !
Thanks. I'm working on another one right now. If this is the first one you've seen there are quite a few more on the channel. Cheers-Ren
@@renmanmb This is the first one ive seen and im watching the others as we speak. Thanks again
You do such an excellent job of narrating your videos. I love your approach to flying and how you allow us access even when mistakes are made. We all make mistakes and a good pilot learns from his/her mistakes as well as other pilots. I have benefited from your videos and can’t wait for more to come.
Thanks for the kind words. Glad you enjoyed the video. I'm happy to share the good, bad, and the ugly in the hopes we can all be better pilots...myself included. Cheers-Ren
Another awesome video! Thank you so much for posting these! Great lesson on the Vectors to Final function and what it does to the system.
You're very welcome! Cheers-Ren
Great video sir, keep on making those.
Cirrus rocks
I did the SAME exact thing en route to the SAME airport. Took me just as long to realize the CDI has switched. Big lesson learned. Thanks for sharing your experience!
Glad you enjoyed it. Cheers-Ren
This is a great video because I love all the great information on the flight
Thanks Steven. Glad you enjoyed it. Cheers-Ren
Our technique in the jet is to remain in GPS mode and eliminate waypoints (one by one or sometimes several waypoints at a time) along the approach until there are no waypoints remaining in the flight plan waypoint list except the final approach fix. The terminology we agree to use in the cockpit is “please sequence the FMS” or the slang term we use that everybody (?) understands is “please sequence the Box” . Then we can be confident the controller will not throw us a curveball and send us to a FMS waypoint which is believe is in Magenta (GPS) mode for your airplane. We talk about how we will handle Flight Management System (FMS) duties during approach plate briefing. Thanks for sharing. I will definitely send this video to my student pilot son! Actions that seem normal (ingrained) to me now were lessons learned when I first started flying FMS systems. Good job sir...
Thanks for the tips Sierra. This flight happened early in my time with the Cirrus and today I try to do exactly as you've outlined here for the most part. I try to constantly calculate where on that final approach course the controller is going to have me intercept and I activate that leg with GPS in standby so that when I reach it GPS takes over and swings me onto the course. Prior to the Covid challenge here in So Cal we almost never got vectored anywhere but the final approach fix leg so the other waypoints became a distraction. But lately I've been getting clearances to IAF fixes just about every time now that there are very few commercial airliners travelling thru LAZ Bravo airspace. But that will change shortly. Thanks for your post. Cheers-Ren
The Ren Baron Hope these comments help out the new to IFR guys.
That happened to me on a flight , tried to go direct to a fix but it was in VLOC mode , after awhile trying I did exactly what you did , scroll through the CDI until GPS steering came back . then I went direct enter enter Nav and it worked .. Nice flying ..
Great video, very instructive! Tks Captain!
Glad you enjoyed it! Cheers-Ren
Wonderful presentations. Before a flight I grab my iPad and follow along from reading back clearance to pretending I am PIC. I THINK this improves MY flying and makes me a bit sharper. Additionally, I believe the secret to precise hand flying IFC is never, ever take your eyes completely off HSI and ALTIMETER. That one tip has been invaluable over the years.
That's a great idea!
Nice tip to look at segments of the approach plate using Perspective+.
I just discovered your channel and subscribed. This was a great Cirrus video, and I'm always on the lookout for those. I started training for my Private a few months ago in a SR20 and am a few weeks away from soloing, and hopefully taking the checkride not long after. I plan on starting IR training a few months after that, so these videos are fun to watch even though I only understand a small fraction of the instrument procedures. Anyway, thanks for posting, please continue to post more, and happy flying (and very nice plane!)
Thanks for your nice comments. Glad you enjoyed it. It was not that long ago I was right where you are. Take your time. There's no rush. There is so much to learn. I've done over 500 hours since I started 2.5 years ago and every day still feels like I'm just getting started. I think its great you are learning in a Cirrus. It's such a wonderful plane. You are very lucky. Cheers-Ren
Love it when you explain what the confusion was. That is instructive for all of us. By the way, when on an ILS, you are on the Glideslope, not the Glidepath. Minor deal.
I wish I did not have to explain the confusion. Much better to get it right the first time but that's part of the learning process. Glidepath/glideslope...sometimes my brain and mouth get out of sync but at the end of the day we're talking about the same thing. Thanks for posting. Cheers-Ren
Ren, if you are ever in the DC area, the scotch and cigar are on me.... Cheers. well done sir.
Thanks Rad. I'll leave the scotch to you. I'll go Macanudo and Wackanudo! Cheers-Ren
Great video! Glad I stumbled on you, just subscribed. Thanks for including all the learning points. I remember my IFR instructor telling me that vectors to final is a “heading mode” autopilot. And for whatever reason, Garmin dumps a lot of waypoints (probably to clean it up for you on final) when you activate it. Anyway, I’m not totally sure, but I think if you “load” rather than “activate” the approach at that point, you may keep your waypoints and it definitely won’t switch your CDI to the LOC. Then you still have the option if they suddenly decide to give you a “direct to” fix. Or, it’s 2 buttons (or knob then push) to activate when ATC clears you to intercept on a heading. Even here in central Illinois we get vectors to final a lot, probably because there’s not much going on and they don’t mind. It helps to avoid a procedure turn on an opposite direction approach. Or, keeps you off the approach while someone else can use it as is probably the case in SoCal. Thanks for the video, I look forward to watching more. Nice plane!
Thanks for the comments. Much appreciated. Glad you enjoyed the video. Cheers-Ren
Other than pounding on your keyboard when narrating, cool video.
Been there done that . Thanks for sharing
Thanks for watching! Cheers-Ren
VTF does that on older Garmin systems such as the venerable 430, too: it throws away all other waypoints. That "Direct To" doesn't do what you'd expect is a bit more strange, though. Does the CDI switch automatically on the Perspective system? If I understand you right, it switches to LOC. Can't you switch it back to GPS?
OG, flyin to golf. I look up to you.
sebastian monasterio Flying and golf is a great day for me.?
I'm not a pilot of full scale planes but if I was and had the money to do it, I would definitely get this plane. I only know rc planes and helicopters and I think I would have no issues flying. Radio communication would probably be my weak point. Very informative channel.
pilot of a full scale plane?
@@speedomars A plane you sit in.
@@cappymccappy3017 So you assume you are piloting an RC plane when you work the little console?
@@speedomars HUH?
Nice job Ren, I'm a couple weeks from my IR check ride in a perspective sr 20 so I feel your pain. I kept saying get back to the magenta needles to my PC screen while you were figuring out the problem. (My instructor has laughed at me several times struggling with that, it's finally sinking in.) That's where the AFCS gets its steering info from, nowhere else, but you did need to reload the approach first. Once you had everything straightened out, direct to the IAF, approach activated and in approach mode on the AFCS, perspective will change the needles for you on an ILS and LOC approach, you don't need to do it. Also, the stepdown altitudes are next to the waypoints on the MFD in the Flight plan split screen, I use those rather than writing them down ( I keep plate on Foreflight in case I lose the MFD info), I make sure they match the plate as part of my brief. Finally the checklists, you can click through to the bottom, there is a go to next check list item, click that and it goes to the next checklist, or you can use the FMS knob to get to your next checklist if there is one you want to skip to. To exit, press the exit softkey on the MFD, this saves your position in the checklist, where as if you just hit the map or fpl key, your position is lost and you have to find the checklist each time. I enjoy your videos, l love your plane, you do a great job flying it. Take care.
Thanks for the comments and tips. Good luck on your IR checkride. FYI on the new Perspective + the checklists no longer lose their place no matter what you hit. Makes them truly idiot proof!
I'm smiling at your comment about cheering me to get back on the magenta needles. It reminds me why having 'game film' of flights is such a great learning tool for me. In the moment things are moving fast and there's no way to hit pause. Getting a chance to review and critique each flight always make the next one better. Can't wait to go flying again. Cheers-Ren
All G1000 aircraft I've flown switch the CDI to the localizer (green HSI) when activating the vectors to final on an ILS approach. I believe Garmin did this because if you truly are receiving "Vectors to final" by ATC you should be given headings to fly as they line you up with the inbound course of the approach... thus shouldn't need GPS HSI anymore.
If you were doing the RNAV/GPS 28R approach and activated vectors to final the CDI would have remained in GPS. The HSI would have just put the inbound course on the HSI. So in your flight you could have selected direct to Bakel and it would have switched the HSI to go direct to that IAF like you anticipated. I prefer GPS approaches in general to ILS especially since most runways with an ILS have a GPS w/LPV minimums anyways.
Nice plane, safe flying!
Thanks for the comments. Cheers-Ren
Love your videos. One suggestions - can you upgrade your center camera to 4K, I want to see more PFD and MFD detail. THANKS!
Last couple have vids are 4K on the cockpit cam. Take forever to upload so I hope you will enjoy. Cheers-Ren
Nice video. I was wondering what type of camera mount you are using.
Here is a video detailing everything I use in the cockpit. th-cam.com/video/Ss0QBfm6k_E/w-d-xo.html
Great video Ren - curious if you have ever published your paper flight log?
Published?? If you'd like a pdf I can send you one. email me at renman@renmanmb.com
great video! Im a new IFR pilot that flies SR20 G6. It was good to see your procedures and how they defer (and are similar) to mine. QQ on the flight notes pad you use. Is that something you printed yourself or did you buy it somewhere? Im looking for a better one that the one I have right now (my own template).
Faisal the documents you are referencing are Google Sheets that I designed and had printed into notebook pads. If you send me an email at renmanmb@gmail.com I'll be happy to send you pdf files. Cheers-Ren
Yes seems like selecting vectors-to-final mode is a bit of a trap. I actually wonder whether it should ever be used. Just loading an approach with your ‘best guess’ IAF seems to give you the best of both worlds. You are still steering in heading mode, and can select a waypoint any time you want. You make a great point about making sure the CDI and Nav inputs are Synched up. Thanks
These days I typically try to figure out what leg I'll be vectored to and make that the active leg while I'm in heading mode with NAV (GPS) armed in standby. Like you I like having all the options available. Thanks for your comments. Cheers-Ren
It’s better to pre-load the approach with the transition you expect or want (you can request it from ATC), then if they throw vectors to final at you, PROC, Activate VTF (will automatically clear what you already loaded, as you found out). Once they clear you for approach, APR mode on autopilot.
Thanks for the comments. I learned a valuable and useful lesson here. Standard operating procedure for me now is pick a transition to start. If they change I've got the flexibility to go VTF. No reloads! Cheers-Ren
With planes as advanced in the avionics department as the Cirrus, it is so easy to forget one little thing that can snowball into larger effects. I know this well myself on the Avidyne that my Cirrus has.
On another note Ren, I've been meaning to ask, how long did it take from start to checkride to get your Instrument? Also, how long did you have you PPL before you started Instrument training?
It took me about 6 months from the time I started IF training to the time I passed the test. That included a misguided start with a "get your IR rating in 10 days" program. I had my PPL for about 6 months before I decided to get the IR rating. I took all my training and the checkride in my Sling 4 experimental. But the truth is 6 months after getting the IR rating and flying IFR plans constantly in the Cirrus I'm only now starting to get really comfortable. For me its not unlike golf. I need constant practice to stay sharp.
@@TheRenBaron I can imagine. I am studying for the written now IR exam now... Wish me luck.
@@zacharynorman397 The written test is the hardest part. Good luck to you!!
Great technical view. Any chance you want to share the Aproach templeta document ?
sure send me you email address
Another great video! However, I don't think you need to press the CDI to get green needles. With the approach activated, as you turn towards final, Perspective will automatically give you green needles, trust me, lol. If you were cleared for a complete approach with a step down hold, you would get green needles turning final after the hold. If you pressed the CDI before the hold, you would never enter the hold and deviate from your clearance.
I think I pressed the CDI needle manually once I got on the final approach course just to make sure it switched. At that point I was not interested to see if any more 'surprises' were in store. Thanks for the comments! Cheers-Ren
Great video! Can’t wait to get my PPL. Want to know why I’m watching this? No? I’ll tell you anyway, I’m flying a Cirrus SR22 in Flight Simulator and I want to learn more about flying it 😂
what flight model are you using?
@@TheRenBaron Carenado SR22 GTS for FSX.
Good video! As a Cirrus instructor, I see the confusion with Load/Activate/Activate VTF constantly. But ultimately it's pretty simple... Load VTF ONLY when you are starting to get vectors from ATC to guide you from the enroute structure to the final approach course. "Nxxxx, turn left heading xxx, vectors for the final approach course." Press PROC, Activate VTF. Question for you: any reason why you don't like to go all the way through the checklist with the ENT key? Say you're in climb and you are done with your climb checklist, keep pressing ENT and it'll take you to the Cruise checklist. It's a bit faster and more intuitive than going to the checklist menu, and use the knob to scroll down to the next one. Safe flying!
Thanks for your comments Fox. Much appreciated. With regard to the checklists its probably just habit at this point. But I think when I first got the plane when I tried just hitting enter it would take me to the next checklist and then scroll me through all the items which was fine if the next checklist was the one I wanted. My climb checklist is rich of peak and when its complete the next one that scrolls up is the Lean of Peak checklist I believe, which is not the one I want. Truth is it's all become kind of instinctive at this point but you've given me something to think about. Cheers-Ren
@@TheRenBaron I know exactly what you mean - just like the next one after "Before Take Off" is "Normal Take Off" which really isn't a checklist, but instead acts as a cue to do your takeoff briefing. Or with the "Before Landing" to "After Landing" checklists. For those I of course do the same thing you do... Checklist menu, scroll to "Climb" and pull that one up for when it's time to do it in climb. I guess you're right, it is a habit. And if it works for you, don't change it. I was just curious. But I have found from working with clients in the Cirrus that the Menu - scroll method can be cumbersome in high workload environment. Thanks again for sharing!
@@FoxVictorBravo Well I think the truth is that when I first got our Cirrus it all kind of felt 'high workload'. That Cirrus Perspective + system has such powerful capabilities that it can be overwhelming at first. But I think if you take the time to really dive into all the menu options things start to have a real flow to it and the 'high workload' starts to slow down and becomes comfortable. The departure sequence from my home airport at KSMO has alot going on but now that I'm comfortable with the avionics I find it strangely relaxing now. Go figure. Any way thank for sharing your knowledge. Cheers-Ren
@@FoxVictorBravo Or it might just be that I get to relive it 100 times for every time I fly it when I edit these videos together (lol)
What kind/make of life vests do you have?
Switlik.
Great informative video...but I really want to know what you shot at Torrey????
I shot 86! I'm now the worst 4 handicapper in golf. I used to be a good golfer and then I took up flying. BTW-that rough at Torrey Pines was ROUGH!
The Ren Baron well I don’t know when the actual date of the video was but I am sure they were growing that rough for the PGA event. It looked brutal on TV. But then again you’re not supposed to hit it in there.
@@uspsanoob8614 It was 10 days ago and they were definitely getting it prepped for the Farmers. But to be quite honest the fairways were pretty freakin narrow by any standard. And we were playing it at 6,700 yards ish not 7,600.
The Ren Baron that’s a long day if the driver ain’t working even at the shorter length.
@@uspsanoob8614 Oh yeah it was a long day for sure.
Another great video. Miss the body cam.
Forgot to check disk space before flight and it was full. No recording this time.
On an ILS approach, why do you have to manually enter the minimums? Seems like the system should have those already.
The Jeppesen charts list the minimums in the database which triggers the minimums audible callout. But the pilot enters the minimums that display on the PFD for visual reference. Thanks for posting. Cheers-Ren
@@TheRenBaron Thanks for the quick reply. I'm surprised the minimums can't auto populate. I very much enjoy your videos and the explanations. More than 30 years have passed since I was last in a small plane, and I'm considering getting back into the cockpit.
Great video and content my man. Little advice. Quit smacking the coutertops while your talking and creating content. Lol its loud.
I'll work on that! Thanks for posting. Cheers-Ren
No i am not a Full scale plane pilot.
Well...I'm a little bothered by the fact that you had to fight the system (literally) and had to figure out why it would not accept a command from you.
AND...that you had to later refer to a 600 page manual as to why the system didn't do something while you were in the air.
This seems counter intuitive to the very reason why we have these systems. They are meant to make things easier and fool proof...not require that you hold a master's degree in glass panel logic.
I'm glad you figured it out and all, and it's an awesome video, (love your channel too) but it makes me think..."Hey Garmin...WTF?".
Ideally, if any system has my plane and the PIC by the balls, and it ignores a command or input, it had better tell me right then and there exactly why it's doing that. If I have to memorize or read a 600 page manual to fly a plane...then...no f-ing way.
Garmin 1000 = HAL 9000
The Garmin Perspective plus is an amazing system but like any complex system its up to the operator/pilot to understand it. So I'm quite happy to take the time to learn it by studying it and using it. I'm not sure how else you would do that.
@@TheRenBaron Thanks! I agree it's an amazing system. Amazing plane too. But I think it should not have left you hanging like that. Not in a flight critical situation. It denied a request without explanation, during flight. Anyways...great video, as always. Keep up the great work. I'm a fan!
@@TheRenBaron Just for the record, I'm not bitching at you. You did all the right things and did an amazing job. You're an awesome pilot.
I'm bitching at Garmin, because...my engineer brain is telling me that they should have an 11th commandment within the development of this technology that reads "Thou shall not ignore commands from a PIC without an on-screen explanation".
@@motoxcarbon9891 Ok you are engineer! Ok that makes alot more sense to me. To be fair, the plane did exactly what it said it would do in the manual even if it was a bit different than the other ways the CDI needle switches (with GPS guidance). But it would make the system even more powerful if the system was smart enough to have on screen annunciation or reminder that no GPS is provided. That's a great idea!
As soon as you hit vectors to final I knew what was going to happen. I’ve watched enough videos here to find out. I think the new versions do not dump all your approach fixes when you go to vectors to final.
this plane gives me motion sickness
Sorry about that. Let me pull over and let you out.
What are you hitting after every sentence? It sounds like your smacking yuour microphone! It's Really distracting!! 14:37
Levi Olive My apologies for my lack of ‘pro’ video editing skills. I’ll try to do better next time.
Just Giving you crap! I can feel your frustration through that space bar! Lol
Are you a pilot or just a wise guy/video critic?
Both :)
@@QuadDoc I think I'd like the pilot guy more if he shows up. Cheers-Ren