LOVE that you said, "Use power to adjust your speed on final if too fast". I have a running argument with another CFI who insists you MUST use pitch to control your airspeed. I think if God himself told this guy he was wrong, hed find a way to double talk himself into being right. Lol
It really depends. With AP like this there’s really no other way to control airspeed than with power. However on an approach, visual or instrument, without AP, lots of people like to control airspeed with pitch while using power for altitude. On a regular stick and rudder approach I tend to do with pitch for airspeed like your CFI
You're both right. Depends on if you are in the region of normal command or in the region of reverse command. Approach procedures don't care about this but usually STARs and approaches seldom require you go steeper than 3 degrees, so speed should be easily managed with power if you stay ahead of the plane. I fly the E-175, and the autopilot mode annunciator will tell us if thrust is not able to meet the speed bugged because the aircraft will place priority on maintaining guidance. We have the luxury of speed brakes though. There's a lot more drag than most people think on these small planes. Just power back and watch the magic happen. Since the video is about non-precision, I would go as far as the suggest that if you are worried about speed just know you can use the level offs to manage speed in both ways.
1:40 Here, I have a question that I haven't been getting a clear answer. Do you have to do procedure turn at DAYEL if there's no straight- in clearance even though you are in straight entry area?? or is it our discretion? I get it what ATC expect to us but I'm looking for a legal answer.
AIM 5-4-9 states “The procedure turn or hold−in−lieu−of−PT is a required maneuver when it is depicted on the approach chart, unless cleared by ATC for a straight−in approach. Additionally, the procedure turn or hold−in−lieu−of−PT is not permitted when the symbol “No PT” is depicted on the initial segment being used, when a RADAR VECTOR to the final approach course is provided, or when conducting a timed approach from a holding fix.” The regulatory basis is §91.123, but the AIM in this case clarifies the intent and expectations for these ATC instructions.
What flight sim edition do you use to have a 172 steam gauge? Recently purchased the game a few days ago to help with instrument training but only have a 172 with g1000. Love your videos! Super helpful
If your MDA is lower than what the KAP140 can set, I go down to the next lower altitude. For example, if the minimum is 840 I will set it to 800. I will then closely monitor my descent and when I am approaching MDA of 840 I hit the ALT button and that immediately holds my altitude at where I am at. Sometimes that 60 feet may make a difference of seeing the runway or even breaking out out of the clouds. I do the same on all auto pilots that do not allow setting the MDA to exact Altitude number.
Not getting in, when you could have gotten in, is not necessarily "safer" flying IFR - now you're going to an alternate - better hope weather isn't worse than forecast there either.
@ca_pilot ...and _NOBODY,_ particularly you, _EVER_ gets distracted and accidentally lets the airplane do something they did not expect. What color is the sky in your perfect world?
LOVE that you said, "Use power to adjust your speed on final if too fast".
I have a running argument with another CFI who insists you MUST use pitch to control your airspeed.
I think if God himself told this guy he was wrong, hed find a way to double talk himself into being right. Lol
It really depends. With AP like this there’s really no other way to control airspeed than with power. However on an approach, visual or instrument, without AP, lots of people like to control airspeed with pitch while using power for altitude. On a regular stick and rudder approach I tend to do with pitch for airspeed like your CFI
You're both right. Depends on if you are in the region of normal command or in the region of reverse command. Approach procedures don't care about this but usually STARs and approaches seldom require you go steeper than 3 degrees, so speed should be easily managed with power if you stay ahead of the plane. I fly the E-175, and the autopilot mode annunciator will tell us if thrust is not able to meet the speed bugged because the aircraft will place priority on maintaining guidance. We have the luxury of speed brakes though. There's a lot more drag than most people think on these small planes. Just power back and watch the magic happen. Since the video is about non-precision, I would go as far as the suggest that if you are worried about speed just know you can use the level offs to manage speed in both ways.
Solid buttonology. Thank you!
1:40 Here, I have a question that I haven't been getting a clear answer. Do you have to do procedure turn at DAYEL if there's no straight- in clearance even though you are in straight entry area?? or is it our discretion? I get it what ATC expect to us but I'm looking for a legal answer.
AIM 5-4-9 states “The procedure turn or hold−in−lieu−of−PT is a required maneuver when it is depicted on the approach chart, unless cleared by ATC for a straight−in approach. Additionally, the procedure turn or hold−in−lieu−of−PT is not permitted when the symbol “No PT” is depicted on the initial segment being used, when a RADAR VECTOR to the final approach course is provided, or when conducting a timed approach from a holding fix.”
The regulatory basis is §91.123, but the AIM in this case clarifies the intent and expectations for these ATC instructions.
@@samwils1 Thank you! So I guess I have to do procedure turn but since ATC expect us to do straight in, it won't be matter really.
Great presentation. Thanks
Why don't you fly CDFA on non-precision approach?
Or CAA in this case?
What flight sim edition do you use to have a 172 steam gauge? Recently purchased the game a few days ago to help with instrument training but only have a 172 with g1000. Love your videos! Super helpful
What simulator is this in?
If your MDA is lower than what the KAP140 can set, I go down to the next lower altitude. For example, if the minimum is 840 I will set it to 800. I will then closely monitor my descent and when I am approaching MDA of 840 I hit the ALT button and that immediately holds my altitude at where I am at. Sometimes that 60 feet may make a difference of seeing the runway or even breaking out out of the clouds. I do the same on all auto pilots that do not allow setting the MDA to exact Altitude number.
Safer to set it to the next higher increment. One less thing to monitor and typically 50' does not really make _THAT_ much of a difference.
Not getting in, when you could have gotten in, is not necessarily "safer" flying IFR - now you're going to an alternate - better hope weather isn't worse than forecast there either.
Ignore MDAs and you can get in anywhere, safety be damned. 🙄
@@I_know_you_are_right_however No one proposed going below MDA.
@ca_pilot ...and _NOBODY,_ particularly you, _EVER_ gets distracted and accidentally lets the airplane do something they did not expect. What color is the sky in your perfect world?
I'm surprised activating the KAP140 didn't cause a BSOD.