Every single instrument pilot in training should watch this. One of the best I’ve seen on what to expect on approach clearance. Keep up the great work.
As a pilot and controller - I’m thoroughly impressed you found out at PTAC on your own. That’s great thing to know and to help simplify your atc comms. One thing to note is RNAV approaches are handled slight different, the key to take away from any approach clearance is the turn/direct to a fix, the altitude and the clearance. Also, checking in with the tower can be not fun if there’s a lot going on. Today I had crazy winds, icing reports, traffic in position - just a lot of stuff for a critical phase of flight. Sorry - it’s my job to tell you all this. Anyway, on final approach - train your ears to listen to one of three key words: “cleared to land”, “continue” or “go-around”. Those are the important ones to pay attention too. Keep up the good work! Great video!
My CFII never even mentioned PTAC. I had to learn it on my own after listening to so many approach clearances and figure out the pattern. Because of that CFII, I don't feel like I learned anything but her life's drama. So thank you for showing that I wasn't the only one struggling through approach clearances
Yeah I only learned about it just recently and have been instructing for years. It's something controllers know well but doesn't tend to make it out to the pilot community!
My buddy and I had to make this exact approach in solid IMC down to minimums due to induction icing on a Mooney M2C about 8 years ago. No ice on the wings but the engine intake air filter was iced up after we touched down. We were 10 miles west of AC when the engine started running rough. We applied carb heat and the engine started using alternate air from the engine compartment and avoided the clogged-up iced air filter. The ATC controller kept us calm during the entire approach. I remember the tower operator saying that she could not see us on final and wanted to know what altitude we broke out at. It turned out, that we broke out exactly at minimums. I thought we had carb icing, but it turned out to be induction filter intake ice. The carb heat controller ended up saving us for another day because it acted as an alternate air intake. The controllers at AC were extreme professionals. There was never a hint of ice on the wings but the engine started to run roughly about 10 miles west of AC at about 8000 ft. I'll never forget that day. We stayed at AC for a while at the casinos and waited for the weather to clear, then we departed to our destination after the weather cleared.
Never comment on YT but need to say thank you sir wishing peace and prosperity to ya. These instrument videos have saved my sanity as a new PPL holder starting my instrument training
This trainer is a master in how easy he make this task so easy to understand and keep us learning while staying safe…. Keep up with the proficient work.
Always choose a transition rather than vectors because the 650/750 will allow you to choose another transition, or vectors, from a transition, but will not allow you to choose a transition from vectors. If you choose vectors you will have to reload the approach if given a transition.
Perfect, thank you. Good for you that you mentioned to load the full approach, even on vectors; you can always press ¨vectors¨ later on. In the second part, you may try to ask for a position more to the east, to approach STEVV for a straight in approach. Graphics are amazing as usual.
Thank you for another great video. I never activate vector to final because the GPS will remove all the airways prior to IAF and if ATC change their mind and give you instruction that includes one of the intimidate airways then you have to scramble to reload the approach to see all airways. PTAC is a great acronym to remember what to read back. I struggled with that for a long time early on.
Excellent point. Most of the planes I fly have the older 430/530 units which will blow away all the intermediates with vectors to final. Newer GPS like the 650 are able to retain it so in the case you're talking about where ATC switches up on you there's no need to reload.
@@flightinsight9111 Dan, I am not familiar with the 650 but in the case when we receive instruction "Direct STEVV" shouldn't the "Direct To" feature be used?
@@abrahamnemani3907 if you activate the approach, the GPS will set STEVV as the next active fix and will proceed direct to it. It’s essentially the same, except using the approach loaded retains the rest of the approach
@@flightinsight9111 I'm just a pretend pilot/controller, but in my opinion, every pilot should spend some time in the 7110.65. It makes life a lot easier if you know why controllers are doing what they're doing.
It should hopefully be in Mid November, departing from KGAI. I’ll be rewatching all of these videos many times! If you could, I’d love if you could do a video on what constitutes airworthiness. The chapter on it from the CFI Notebook website is a tad confusing. Thanks again!
@@flightinsight9111 Gaithersburg is definitely a hectic airport but I appreciated learning in such a busy airspace. Thank you again, looking forward to your future videos!
Sir, thank you for this, it has really cleared up the gaps in my knowledge. Your graphics and the way you display the information is really clear and concise. Is there any chance you could do a video like this for the G1000?
Everything presented here is consistent with what I am learning during my IFR training Except for the fact that I have been trained to always report my altitude when changing over and contacting ATC enroute. The example here, when contacting Atlantic City was direct the GPS fix with weather at destination but no altitude. No need to report altitude?
Another thing to remember is ATC is responsible for ensuring EVERYTHING you read back is what they want and correct. If you simply reply “copy all, wilco” or something similar then ATC will assume you understand completely. Never ever be afraid to ask the controller to repeat instructions, to break off your approach and restart, or query ATC for additional information. ATC is providing a service and the more information you give them the better service they can provide. Most controllers these days only have a basic understanding of flying, never assume the one your talking to understands your situation. Be firm if necessary as it’s the pilots first job to land the airplane safely.
That's a good idea. A few videos here touch on descent rates, I believe the intro to Jeppesen Charts is one of them, but a good explanation of calculating climbs and descents is important for IFR.
Good video, one point tho….. In your example, when you were switched from Dover to Atlantic City, you did not check in with your altitude. This is required in order for the new appch controller to verify your mode C.
Thank you! Totally agree on checking in with altitude with next controller. I didn't realize it was mandatory though. I know departure control needs it to radar identify you after takeoff but didn't know successive approach controllers couldn't ID you without you confirming altitude.
@@flightinsight9111 This requirement is in the ATC handbook 7110.65. A controller must verify the mode C is correct if that aircraft was switched to you from a different facility. If the aircraft was transferred to you by a controller within your facility, then it is not required. If you are in a climb or descent, then the next controller will obviously need to verify what altitude you were assigned. Personally I think it’s a good practice to always state your altitude when checking in. Btw, I am a retired controller and now flying corporate. I must say that I believe your TH-cam videos are probably the best I have come across so far. Keep up the good work!!
Non-pilot questions: Doesn't the words "expect ILS runway ##xx" also convey that, at this time, you will be landing on the announced runway, but be prepared as the runway could change before final landing clearance? Next question: some of the pilot transmissions ended with "34 hotel" another time he used used "334 hotel" and at least once he read back directions but did not tail end with any format of his call. Is it not customary to tail end all read backs with a full or truncated call, so the approach or tower not only knows that their directions we correctly received, but that the correct aircraft acknowledged them?
On the 650 navigator you show VLOC in the guidance but you are direct to a GPS waypoint, not a VOR. That’s the risk in using a simulator in DEMO mode to illustrate operation of the navigator, if you had incorrect settings they do no have consequences as they would in an aircraft…
This has to be the most helpful teaching aids on all of U2 for general aviation and piloting in general. Thank you very much for taking the time to make these videos. I have problems learning with books, so I really lean heavily on videos like this to help me visualize what I learned in non-visual formats.
Question about the very end of the video. If you’re told direct STEVV, but the controller doesn’t want you to make the procedure turn (I saw one of your other videos you said they hardly ever want you to do the full PT), what’s the correct way to intercept the approach? That’s a real sharp left back to the approach. (I’m a PPL and just starting to investigate studying for my IR / AGI / IGI)
In this scenario if they sent you to STEVV with that sharp an angle they’d have to think you’d do the proc turn. In practice they’d give you a vector but if not doesn’t hurt to confirm that you’re doing “the full approach”
Great content here. Curious, on an approach clearance, if cleared to an IAP can you leave an assigned altitude for a feeder route indicated altitude or the MEA on the airway to the IAP? Thanks !!
PTAC!!!!!!!!!!!!!!!!! Ohhhhh!!!!!!!!! Im mad now!!!!!! Where was this when I was suffering through my instrument. I CANT THANK YOU ENOUGH FLIGHTINSITE! i CAN'T BELIEVE THIS S@#$.
Great video, thanks! If you are not GPS equipped, how do you go direct to a IAF? Unless it is a VOR or NDB, of course. Just say unable, or Approach will not issue such command?
Great question. If you're not on a published feeder route or anything on the chart, you'd need to be vectored by ATC to an IAF or to intercept the approach course. When you file your IFR, your equipment code would indicate that you aren't GPS capable, so ATC should issue point to point instructions like that, but it's always helpful to let them know since the strong assumption these days is that everyone on IFR is GPS equipped.
After being told by ATC to go direct to STEVV, how you would navigate without GPS since STEVV is not on a VOR radial to the SW (where we were in this example)? Thanks so much!!!
Hi Christopher. Without GPS on board, you couldn't navigate off airway to STEVV. If we didnt' have GPS, we'd file that as part of our equipment code in the flight plan, and then ATC would need to give us vectors.
5:51. Why would ATC give the instruction "left heading 340..." to intercept a 308 degree course if the intercept angle cannot exceed 30 degrees? That would be a 32 degree intercept.
Very true. The maximum intercept angle is based on track, not heading, so whatever heading ATC assigns, as long as it gets us on a track to intercept the approach course that's not more than 30 degrees, we will be ok. Wind (and a fudge factor) can allow a 32 degree heading offset to still get us a less than 30 degree track intercept.
Also can I ask a question? When doing the vectors to final approach you still selected on the GTN the approach via STEVV rather than selecting vectors to final. Do you suggest to do that even if on vectors or did you not mean to?
Please correct me if I’m wrong but I would use the ‘activate leg’ function and use the leg between STEVV and PRSTY. Fly assigned heading and GPS CDI will indicate where you are in relation to that course. If I am flying an RNAV(GPS) Approach on Vectors, rather than an ILS OR VOR Approach, wouldn’t I be directed back to STEVV when I switched to NAV mode? Really great work on your videos! Thank you.
Im a noob and was curious why when first contacting approach you just said "direct Leah" and didn't have to give a location (like "20 miles south at 4000) for example? I though you always had to give your location whenmking contact. Thanks
If you're within 10 miles from the runway and you feel like you should be talking to tower but maybe the controller forgot to switch you over, it can be a polite way to remind the controller to hand you off to tower, but it isn't required to report established on an approach.
Good question. Reporting "established" let's Approach know they can hand you off to the tower or advisory freq. If you're radar identified, ATC can usually see where you're established and won't need you to report. There are times they will need you to still report and they'll request you do so. So essentially you should report established if ATC requests that you do as part of your clearance.
@@flightinsight9111 Sorry, I doubt that. Reporting established is required as soon as reaching 2.5° to the left or right of the LOC. But this may be different in Europe.
It might be an FAA/ICAO difference. Section 8 of the 7110.65 allows approach clearances to be issued to aircraft that are on radar vectors once established on the final approach course. There's no requirement for the aircraft to report established, though ATC may request this.
@@streptokokke1003: As an almost 35 year controller I didn’t have the frequency time for everyone to report established. Once I give the clearance the rest is up to the pilot. I can also see if the a/c is established; we do have maps. Believe it or not, after I give an approach clearance, I listen for a few key words/phrases and am moving on to the next thing I need to do while the pilot is reading back the clearance.
I am not a pilot but, I cannot understand shit when the tower is talking back to the pilot. I do not know why the speak so fast and and the sound is so choppy
Every single instrument pilot in training should watch this. One of the best I’ve seen on what to expect on approach clearance. Keep up the great work.
This dude makes the best videos hands down
agreed
As a pilot and controller - I’m thoroughly impressed you found out at PTAC on your own. That’s great thing to know and to help simplify your atc comms. One thing to note is RNAV approaches are handled slight different, the key to take away from any approach clearance is the turn/direct to a fix, the altitude and the clearance.
Also, checking in with the tower can be not fun if there’s a lot going on. Today I had crazy winds, icing reports, traffic in position - just a lot of stuff for a critical phase of flight. Sorry - it’s my job to tell you all this. Anyway, on final approach - train your ears to listen to one of three key words: “cleared to land”, “continue” or “go-around”. Those are the important ones to pay attention too.
Keep up the good work! Great video!
I wish like crazy I had this video back when I was doing instrument. This radio call in particular was the bane of my existence.
I'm new to IFR, and still having a tiny bit of trouble fumbling through the radio calls. THIS is the video I've been searching for! Thank you.
My CFII never even mentioned PTAC. I had to learn it on my own after listening to so many approach clearances and figure out the pattern. Because of that CFII, I don't feel like I learned anything but her life's drama. So thank you for showing that I wasn't the only one struggling through approach clearances
Yeah I only learned about it just recently and have been instructing for years. It's something controllers know well but doesn't tend to make it out to the pilot community!
Thank you 🙏🏼
My buddy and I had to make this exact approach in solid IMC down to minimums due to induction icing on a Mooney M2C about 8 years ago. No ice on the wings but the engine intake air filter was iced up after we touched down. We were 10 miles west of AC when the engine started running rough. We applied carb heat and the engine started using alternate air from the engine compartment and avoided the clogged-up iced air filter. The ATC controller kept us calm during the entire approach. I remember the tower operator saying that she could not see us on final and wanted to know what altitude we broke out at. It turned out, that we broke out exactly at minimums. I thought we had carb icing, but it turned out to be induction filter intake ice. The carb heat controller ended up saving us for another day because it acted as an alternate air intake. The controllers at AC were extreme professionals. There was never a hint of ice on the wings but the engine started to run roughly about 10 miles west of AC at about 8000 ft. I'll never forget that day. We stayed at AC for a while at the casinos and waited for the weather to clear, then we departed to our destination after the weather cleared.
Never comment on YT but need to say thank you sir wishing peace and prosperity to ya. These instrument videos have saved my sanity as a new PPL holder starting my instrument training
This trainer is a master in how easy he make this task so easy to understand and keep us learning while staying safe…. Keep up with the proficient work.
I can't thank you enough for this video. Really. I was told to listen to liveATC. Why I couldn't be told about PTAC is shocking.
Yeah I had to research it myself in the 7110.65, which is like the bible for air traffic controllers, and is a gold mine of communication info
@@flightinsight9111 I've googled trying to find ATC communications and nothing really comes back. I'll try the 7110.65. Thank you.
This is fantastic. More approaches tomorrow, lets just hope I hear the calls through the static!
Always choose a transition rather than vectors because the 650/750 will allow you to choose another transition, or vectors, from a transition, but will not allow you to choose a transition from vectors. If you choose vectors you will have to reload the approach if given a transition.
Perfect, thank you. Good for you that you mentioned to load the full approach, even on vectors; you can always press ¨vectors¨ later on. In the second part, you may try to ask for a position more to the east, to approach STEVV for a straight in approach. Graphics are amazing as usual.
Thank you for another great video. I never activate vector to final because the GPS will remove all the airways prior to IAF and if ATC change their mind and give you instruction that includes one of the intimidate airways then you have to scramble to reload the approach to see all airways. PTAC is a great acronym to remember what to read back. I struggled with that for a long time early on.
Excellent point. Most of the planes I fly have the older 430/530 units which will blow away all the intermediates with vectors to final. Newer GPS like the 650 are able to retain it so in the case you're talking about where ATC switches up on you there's no need to reload.
@@flightinsight9111 Dan, I am not familiar with the 650 but in the case when we receive instruction "Direct STEVV" shouldn't the "Direct To" feature be used?
@@abrahamnemani3907 if you activate the approach, the GPS will set STEVV as the next active fix and will proceed direct to it. It’s essentially the same, except using the approach loaded retains the rest of the approach
Bravo! Going to listen to this one over and over in my AirPods
Smart move! Hope you can put it into practice soon
Truly incredible content man thank you for all the effort you put into these.
Love this channel. The PTAC is a game changer. Never knew this.
These IFR training videos are AMAZING.
In the mist of instrument training. Your channel has been an awesome resource! I have subscribed and pounded the bell!
That PTAC acronym is super helpful! Thanks for the video.
It is! It's amazing what you can pick up in the 7110.65
@@flightinsight9111 I'm just a pretend pilot/controller, but in my opinion, every pilot should spend some time in the 7110.65. It makes life a lot easier if you know why controllers are doing what they're doing.
Best videos I have watched explaining flight procedures!
I have never liked a video so quickly. Thank you for these excellent lessons, they're really helping me prepare for my instrument checkride!
Much appreciated! when's the big day?
It should hopefully be in Mid November, departing from KGAI. I’ll be rewatching all of these videos many times! If you could, I’d love if you could do a video on what constitutes airworthiness. The chapter on it from the CFI Notebook website is a tad confusing. Thanks again!
@@LiablePilot That’s a very good topic and one that should be coming up soon. I know Montgomery County Airport pretty well.
@@flightinsight9111 Gaithersburg is definitely a hectic airport but I appreciated learning in such a busy airspace. Thank you again, looking forward to your future videos!
I ended up passing with flying colors in big part thanks to your content. Thank you!!
Very Good video. Very clear and concise.
Great video! Currently working on my instrument rating. Your explanations and graphics are always immensely helpful. Thanks!!!
Great explanation! Clear and concise.
I really enjoy and learn and lot from your videos
VERY SIMPLE AND COMPLETRE EXPLANATION ...
truly the "professor of flying" here! best of YT, and thank you again for not having technopop bee bop musak in the background
This video was very helpful as i'm getting ready for instrument training. Thanks for everything you post!
This helped a lot in explaining the whole procedure lots to take in this made it simpler
Also helpful is to dial in the NDB usually at the Outer Marker and use the NDB needle for better situational awareness.
Sir, thank you for this, it has really cleared up the gaps in my knowledge. Your graphics and the way you display the information is really clear and concise. Is there any chance you could do a video like this for the G1000?
Thanks for watching! I've been planning to put together a glass cockpit tutorial, probably in a series of videos. Stand by!
Excellent! Learning on VATSIM - this will help alot!
High quality info my man! Keep up the great work!
Certainly will, thanks!
Everything presented here is consistent with what I am learning during my IFR training Except for the fact that I have been trained to always report my altitude when changing over and contacting ATC enroute. The example here, when contacting Atlantic City was direct the GPS fix with weather at destination but no altitude. No need to report altitude?
Excellent! You sound like Rogan BTW, to me.
Thanks for this very informative tutorial, just want to know in real life, is the last leg that we have to expect an ALTITUDE instruction from ATC.
Fantastic summary of vectors to final. I’ve been flying general aviation instruments for 20 years and I still get this screwed up
Great video. Simple and clear
Another thing to remember is ATC is responsible for ensuring EVERYTHING you read back is what they want and correct. If you simply reply “copy all, wilco” or something similar then ATC will assume you understand completely.
Never ever be afraid to ask the controller to repeat instructions, to break off your approach and restart, or query ATC for additional information. ATC is providing a service and the more information you give them the better service they can provide. Most controllers these days only have a basic understanding of flying, never assume the one your talking to understands your situation. Be firm if necessary as it’s the pilots first job to land the airplane safely.
Very nicely narrated
Excellent video as usual. I would love to see one on calculating climb and decent rates. Thank you!
That's a good idea. A few videos here touch on descent rates, I believe the intro to Jeppesen Charts is one of them, but a good explanation of calculating climbs and descents is important for IFR.
Very nice and clear explanation and good use of an example! Thank you.
Thank you Captain!! Great video…
Another AMAZING video, thank you!!
Wow. Wow wow wow. Thank you so much for this. Doing my instrument rating and check ride prep. I’ve liked and subscribed. Please keep these coming!
Great video!! Thank you!
Thanks for stopping by!
Excellent. Please keep the videos coming.
I sincerely appreciate your video.
Good video, one point tho….. In your example, when you were switched from Dover to Atlantic City, you did not check in with your altitude. This is required in order for the new appch controller to verify your mode C.
Thank you! Totally agree on checking in with altitude with next controller. I didn't realize it was mandatory though. I know departure control needs it to radar identify you after takeoff but didn't know successive approach controllers couldn't ID you without you confirming altitude.
@@flightinsight9111
This requirement is in the ATC handbook 7110.65. A controller must verify the mode C is correct if that aircraft was switched to you from a different facility. If the aircraft was transferred to you by a controller within your facility, then it is not required. If you are in a climb or descent, then the next controller will obviously need to verify what altitude you were assigned. Personally I think it’s a good practice to always state your altitude when checking in. Btw, I am a retired controller and now flying corporate.
I must say that I believe your TH-cam videos are probably the best I have come across so far. Keep up the good work!!
@@griam7641 Thanks!
How are you making so many vids? Plus these vids are great thanks.
I try to stay in my comfort zone as far as what I can and can't do,. Other than that, it's the thoughts from years of instructing just coming out!
Like having a good co-pilot great video
Thanks for sharing magnificent. Great informative tips. Worth watching it...!!
The expected approach should be on the ATIS.
Great presentation. Thanks
Great video
awesome awesome awesome channel. keep it coming.
So informative!
Excellent help.
Thank you. Great video.
These videos are great!
Good job
Thank You!!
You're great, Thanks so much :)
You're welcome!
This was so helpful! Thank you for creating this!
Non-pilot questions: Doesn't the words "expect ILS runway ##xx" also convey that, at this time, you will be landing on the announced runway, but be prepared as the runway could change before final landing clearance? Next question: some of the pilot transmissions ended with "34 hotel" another time he used used "334 hotel" and at least once he read back directions but did not tail end with any format of his call. Is it not customary to tail end all read backs with a full or truncated call, so the approach or tower not only knows that their directions we correctly received, but that the correct aircraft acknowledged them?
On the 650 navigator you show VLOC in the guidance but you are direct to a GPS waypoint, not a VOR. That’s the risk in using a simulator in DEMO mode to illustrate operation of the navigator, if you had incorrect settings they do no have consequences as they would in an aircraft…
This has to be the most helpful teaching aids on all of U2 for general aviation and piloting in general. Thank you very much for taking the time to make these videos. I have problems learning with books, so I really lean heavily on videos like this to help me visualize what I learned in non-visual formats.
Great video!
Question about the very end of the video. If you’re told direct STEVV, but the controller doesn’t want you to make the procedure turn (I saw one of your other videos you said they hardly ever want you to do the full PT), what’s the correct way to intercept the approach? That’s a real sharp left back to the approach. (I’m a PPL and just starting to investigate studying for my IR / AGI / IGI)
In this scenario if they sent you to STEVV with that sharp an angle they’d have to think you’d do the proc turn. In practice they’d give you a vector but if not doesn’t hurt to confirm that you’re doing “the full approach”
@@flightinsight9111 thanks! Loving your videos!
Great content here. Curious, on an approach clearance, if cleared to an IAP can you leave an assigned altitude for a feeder route indicated altitude or the MEA on the airway to the IAP? Thanks !!
Thanks!
PTAC!!!!!!!!!!!!!!!!! Ohhhhh!!!!!!!!! Im mad now!!!!!! Where was this when I was suffering through my instrument. I CANT THANK YOU ENOUGH FLIGHTINSITE! i CAN'T BELIEVE THIS S@#$.
Excellent.
Great video, thanks! If you are not GPS equipped, how do you go direct to a IAF? Unless it is a VOR or NDB, of course. Just say unable, or Approach will not issue such command?
Great question. If you're not on a published feeder route or anything on the chart, you'd need to be vectored by ATC to an IAF or to intercept the approach course. When you file your IFR, your equipment code would indicate that you aren't GPS capable, so ATC should issue point to point instructions like that, but it's always helpful to let them know since the strong assumption these days is that everyone on IFR is GPS equipped.
Educational 🏆👑🙏🏿
thnak you so much! more ifr videosssssssssssssssssssssssssssss
When and how to request for a long final ?
How would you proceed direct from LEEAH to STEVV without a GPS?
At 5:01, we activated the approach. Why did we not activate vectors to final - since we are to expect vectors to final...?
After being told by ATC to go direct to STEVV, how you would navigate without GPS since STEVV is not on a VOR radial to the SW (where we were in this example)? Thanks so much!!!
Hi Christopher. Without GPS on board, you couldn't navigate off airway to STEVV. If we didnt' have GPS, we'd file that as part of our equipment code in the flight plan, and then ATC would need to give us vectors.
@@flightinsight9111 wow thanks for the quick reply! Definitely subscribed and liked!!!
Great 👍🏻
Fine… I’ll buy
5:51. Why would ATC give the instruction "left heading 340..." to intercept a 308 degree course if the intercept angle cannot exceed 30 degrees? That would be a 32 degree intercept.
Very true. The maximum intercept angle is based on track, not heading, so whatever heading ATC assigns, as long as it gets us on a track to intercept the approach course that's not more than 30 degrees, we will be ok. Wind (and a fudge factor) can allow a 32 degree heading offset to still get us a less than 30 degree track intercept.
Also can I ask a question? When doing the vectors to final approach you still selected on the GTN the approach via STEVV rather than selecting vectors to final. Do you suggest to do that even if on vectors or did you not mean to?
Please correct me if I’m wrong but I would use the ‘activate leg’ function and use the leg between STEVV and PRSTY. Fly assigned heading and GPS CDI will indicate where you are in relation to that course. If I am flying an RNAV(GPS) Approach on Vectors, rather than an ILS OR VOR Approach, wouldn’t I be directed back to STEVV when I switched to NAV mode? Really great work on your videos! Thank you.
Im a noob and was curious why when first contacting approach you just said "direct Leah" and didn't have to give a location (like "20 miles south at 4000) for example?
I though you always had to give your location whenmking contact. Thanks
You’re already under radar contact. The controller already knows where you are. You don’t have to give a position.
@@AK907 thanks! Great channel by the way. Been going thru all your videos
Sometimes I find Pilot announce "localiser established" to Approach Controller, but in this case he didn't. Should we do that in general?
If you're within 10 miles from the runway and you feel like you should be talking to tower but maybe the controller forgot to switch you over, it can be a polite way to remind the controller to hand you off to tower, but it isn't required to report established on an approach.
@@SuperDirtyLion Very clear explanation. Thank you!
Wouldn't I be required to report "established"?
Good question. Reporting "established" let's Approach know they can hand you off to the tower or advisory freq. If you're radar identified, ATC can usually see where you're established and won't need you to report. There are times they will need you to still report and they'll request you do so. So essentially you should report established if ATC requests that you do as part of your clearance.
@@flightinsight9111 Sorry, I doubt that. Reporting established is required as soon as reaching 2.5° to the left or right of the LOC. But this may be different in Europe.
It might be an FAA/ICAO difference. Section 8 of the 7110.65 allows approach clearances to be issued to aircraft that are on radar vectors once established on the final approach course. There's no requirement for the aircraft to report established, though ATC may request this.
@@streptokokke1003: As an almost 35 year controller I didn’t have the frequency time for everyone to report established. Once I give the clearance the rest is up to the pilot. I can also see if the a/c is established; we do have maps. Believe it or not, after I give an approach clearance, I listen for a few key words/phrases and am moving on to the next thing I need to do while the pilot is reading back the clearance.
🌟🌟🌟🌟🌟
05:50
Minor detail, you're talking about all this as an IFR flight, but you're squawking VFR...
lol I KNEW someone would catch that! Sharp eye, yeah didn't bother to assign myself a squawk on the sim.
I am not a pilot but, I cannot understand shit when the tower is talking back to the pilot. I do not know why the speak so fast and and the sound is so choppy