In my approach briefings, which are virtually always either an ILS, RNAV-LPV or RNAV/VNAV, or visual aided by those, I always include the glideslope or glidepath angle; it's not uncommon to encounter a slightly steeper glideslope/path (and sometimes even a slightly shallow one, e.g. Kodiak ILS) into the various 6,000-7,000 foot-long civilian runways in Alaska outside ANC, FAI or AKN, particularly at the private Red Dog Mine (PADG) site with its 3.25 GPA (proprietary RNAV-LPV IAP); that extra quarter degree makes a noticeable difference for energy management in a laden B737 freighter, a cue for the crew to be good and fully configured, stabilized a little further before FAF than usual, particularly in no-wind or light tailwind (one-way in, NE) operations. I think it's always worth a mention, so there's no surprise when you're busy. The only mention in the video of this was for the non-precision RNAV IAP at Tillamook. I assume most airline interviews are relevant to transport-category jet airliners operators. But, still, a little steeper-than-usual GS/GPA is a consideration for any pilot and airplane. As for the runway plan-view/taxi diagram, take note of runway slope, if any. Do the elevation numbers at each end match? Pay attention to any notes about slope if published. If it's not considered significant by charting standards and thus not specially noted, the end elevations are still worth consideration, at least in transport category airplanes with their higher mass to manage; a runway with an upslope gradient, even a seemingly slight gradient, will be less forgiving of a slightly excessive vertical speed during the flare, especially in calm wind. Suddenly pitching up a B737 (or comparable, or larger) in the flare won't immediately affect the sink rate (high mass) and will not only drive/rotate the MLG down (located aft of the horizontal axis), but critically, increase the likelihood of a tail-strike (of course, this shouldn't happen if you're on/above Vref at touchdown). A good example of such a runway is Bethel, Alaska's (PABE) straight-in precision IAPs to 19R. It's basic, nothing really special about it, but note there's a modicum of net upslope; not extreme, not worth a special, published warning. Nonetheless, this lesson was... pounded home... on me one day during my first year as FO and piloting jets with appreciable mass. I was slightly late to commence the flare, and so touching down with slightly more effective vertical speed (as the pavement "rose" to meet the descending wheels, effectively increasing the sink rate) than called-for; the -200 was sturdy, it wasn't technically a "hard landing", but had it been a passenger operation there'd have been complaints, it's safe to assume; and it's still unnecessarily hard on the equipment. And now from the left seat of the much longer-bodied -800 NG, typically weighing some 20 tons more on landing than the retired -200 or extant -300 and -400 freighters in the fleet, it's a factor even more appreciable. Little things like these accumulate and complicate; so endeavor to appreciate and ameliorate.
Great class. As a military helicopter CFII, we aren’t as familiar with some of the Jepp Chart nuances. Thank you for the in-depth explanations & APP Brief flows.
thank you for the video, very informative and clear information. one question is some other people brief the chart in order (from top to bottom) in your video you jump to notes and then you go back and to frequencies and the same applies to approach fixes, is this how the regional airlines do it?
Assuming you could be dealing runway contamination and you're on the 10-9.... it is worth mentioning the addition or absence of any friction enhancements to the runway...grooved, porous friction overlay, etc .....
If I can elaborate, would you take on Power-off 180s, and other sorts of emergency maneuvers that are not part of PPL curriculum, but still from a practical or common sense point of view tool sets that will get one home when “stuff happens?”
Well I would show them what it is and how to properly react but I wouldn’t dedicate that much of time because: students at private pilot level have a general feeling of the airplane but not in commercial level, where a maneuver such as power off 180 wind and configuration are such a huge factor. So I would teach them not to use the flaps cause it will increase your drag and tremendously, and just fly to the intended airdrome, once landing site secured use flaps if need it. Now for commercial I want him to touch at a specific point, well things are different this time.
Great video guys, got my instrument rating with FAA charts, now I am flying in mexico and we only use jeppesen, this was a great tool to start getting used to them.
I live in FL and am working on my PPL rather unconventionally, with a significant amount of work in an SR22. I am also a subscriber to all your course modules. I have a great instructor and have asked him to work on additional maneuvers and concepts that I feel are important to being safe. We just did several power off 180s, for example. Oddly, Cirrus has no information on this maneuver in its Flight Ops Manual, and I do not see instruction on it anywhere. I wonder if you would take this on as a topic for one of your streaming sessions?
if, while shooting the ILS, you lose the glideslope: can you continue the approach by transitioning to the LOC, if weather was good enough? Would you include that contingency in the approach briefing?
Doing so is more likely to destabilize the approach during such a critical and busy stage, particularly in Large-and-above transport-category equipment; as mentioned in the video, it's best to proceed to the missed approach procedure and come back and do the full LOC set-up and procedure. If you're Part 91 in a low performance airplane in VMC, maybe...
Pilots, when do you start to let the wheels down? In the past I've heard once you turn on final...then I heard at around 1500 feet. Do it matter when to let wheels down? Also how would u know when to deploy flaps 5 10 15 30 45? I always wanted to be an airline pilot since 6, but I just want to do flight simulator and I just want to work in senior management one day in an airline company! But my all time favorite job is to become a commercial pilot
This is a link to Boeing's Flight Crew Training Manual for several of its 737 variations. Chapter 5 contains relevant answers in several diagrams for different types of approach. These are just examples relevant to the 737, but more-or-less typical of airliner-type jets. www.pilot18.com/wp-content/uploads/2017/01/B737NG_FCTM_31-10-05.pdf
The SR22 has 3 flap settings: 0%, 50%, and 100%. We configure 50% flaps about 2 miles from the FAF or when the glide slope comes alive. 100% flaps are applied if/when the runway environment is in sight prior to 500’AGL. If we break out after descending through 500’AGL, we commit to 50% flaps to maintain a stabilized approach.
Thank you for this very helpful video. 🖤 Hopefully this is´nt too dump of a question: Where do i see the length of the runway? Shouldn't this be somewhere on an approach chart? Or Do i have to check the ground chart again. 😕
Always on the airport plan-view/layout, always indexed as 10-9. Runway length is TMI/clutter on an IAP chart. And if you think not having that information on your IAP chart is onerous (which, I assure you, it's not), there was a time when Jepp only published ATC radio frequencies on the first IAP chart for an airport. One had to always leaf back to that chart (or pencil it in) for such information if using a different IAP chart for that airport. Ah, those were the days...
If the GTN650 identifies the ILS, LOC, or VOR in the box, so you still need to listen to the Morse code? I have looked several places and it appears to be a grey area.
That's from the Cirrus flight manual. For GA airplanes there's generally a recommended place to configure for landing, for the Cirrus it's 100 knots, flaps 50 2nm before the glideslope. In the Cherokee that isn't published but generally we use 2 notches of flaps and 90 kts 2nm before the glideslope or 2 dots below intercept. If your aircraft doesn't have a recommended procedure you can ask other pilots or craft your own similar to this. Generally it's better to be configured a little before the glideslope but not too early.
For the north bend brief he mistakenly uses an old ATIS which was for another airport. He was supposed to use information Mike not Echo from the DFW plate just in case anyone was confused you are not crazy.
Top to bottom, left-to-right is indeed one way to do it. The way it's done here is another. Your "work-flow" may vary; the point is to find your own way. T-to-B;L-to-R is a starting point and I believe was laid out in consultation with United Airlines and their briefing format when Jeppeson did some major redesign work in the 1990s or thereabout.
There was time when these charts were on paper and updating them was a potentially long, laborious task prone to error, especially when doing the annual "checklist" from Jeppeson. So, one may have done just that, but without knowing it, if the annual checklist was not done or not done assiduously, in addition to performing the periodic updates twice a month, if I remember correctly.
135 interview in two days. This is so freaking perfect.
How did it go? Did you have to breif an approach
@@likes-yv3lj Been there for 7 months now. I did have to brief an approach and demonstrate some basic decision making skills.
That why I only fly blue chip large carriers. Can’t have pilots passing interviews because they watched a you tube video the night before interview.
@@pgreenx briefing an approach in a crew environment is a little different from doing it on your own, but I’m sure you know that. Go you though!
I love rewatching all your videos, they have been such a great resource. Couldn't have gone through flight training without you guys
In my approach briefings, which are virtually always either an ILS, RNAV-LPV or RNAV/VNAV, or visual aided by those, I always include the glideslope or glidepath angle; it's not uncommon to encounter a slightly steeper glideslope/path (and sometimes even a slightly shallow one, e.g. Kodiak ILS) into the various 6,000-7,000 foot-long civilian runways in Alaska outside ANC, FAI or AKN, particularly at the private Red Dog Mine (PADG) site with its 3.25 GPA (proprietary RNAV-LPV IAP); that extra quarter degree makes a noticeable difference for energy management in a laden B737 freighter, a cue for the crew to be good and fully configured, stabilized a little further before FAF than usual, particularly in no-wind or light tailwind (one-way in, NE) operations. I think it's always worth a mention, so there's no surprise when you're busy. The only mention in the video of this was for the non-precision RNAV IAP at Tillamook. I assume most airline interviews are relevant to transport-category jet airliners operators. But, still, a little steeper-than-usual GS/GPA is a consideration for any pilot and airplane.
As for the runway plan-view/taxi diagram, take note of runway slope, if any. Do the elevation numbers at each end match? Pay attention to any notes about slope if published. If it's not considered significant by charting standards and thus not specially noted, the end elevations are still worth consideration, at least in transport category airplanes with their higher mass to manage; a runway with an upslope gradient, even a seemingly slight gradient, will be less forgiving of a slightly excessive vertical speed during the flare, especially in calm wind. Suddenly pitching up a B737 (or comparable, or larger) in the flare won't immediately affect the sink rate (high mass) and will not only drive/rotate the MLG down (located aft of the horizontal axis), but critically, increase the likelihood of a tail-strike (of course, this shouldn't happen if you're on/above Vref at touchdown). A good example of such a runway is Bethel, Alaska's (PABE) straight-in precision IAPs to 19R. It's basic, nothing really special about it, but note there's a modicum of net upslope; not extreme, not worth a special, published warning. Nonetheless, this lesson was... pounded home... on me one day during my first year as FO and piloting jets with appreciable mass. I was slightly late to commence the flare, and so touching down with slightly more effective vertical speed (as the pavement "rose" to meet the descending wheels, effectively increasing the sink rate) than called-for; the -200 was sturdy, it wasn't technically a "hard landing", but had it been a passenger operation there'd have been complaints, it's safe to assume; and it's still unnecessarily hard on the equipment. And now from the left seat of the much longer-bodied -800 NG, typically weighing some 20 tons more on landing than the retired -200 or extant -300 and -400 freighters in the fleet, it's a factor even more appreciable.
Little things like these accumulate and complicate; so endeavor to appreciate and ameliorate.
Great material thanks for the educational information and I am sure on 8:08 you meant Jeppesen charts instead of FAA charts are better 👍
Great class. As a military helicopter CFII, we aren’t as familiar with some of the Jepp Chart nuances. Thank you for the in-depth explanations & APP Brief flows.
I really enjoy your content either on YT or Website! Good job!
Thanks Jansey!
thank you for the video, very informative and clear information. one question is some other people brief the chart in order (from top to bottom) in your video you jump to notes and then you go back and to frequencies and the same applies to approach fixes, is this how the regional airlines do it?
I appreciate how much time and effort you put into aviation
Hi i live in the Philippines. Thank you for the video. Will share this on my facebook.
Assuming you could be dealing runway contamination and you're on the 10-9.... it is worth mentioning the addition or absence of any friction enhancements to the runway...grooved, porous friction overlay, etc .....
Could you do a live session on chart currency and effective dates, matching it up with navigation database currency and AIRAC cycles?
If I can elaborate, would you take on Power-off 180s, and other sorts of emergency maneuvers that are not part of PPL curriculum, but still from a practical or common sense point of view tool sets that will get one home when “stuff happens?”
Well I would show them what it is and how to properly react but I wouldn’t dedicate that much of time because: students at private pilot level have a general feeling of the airplane but not in commercial level, where a maneuver such as power off 180 wind and configuration are such a huge factor. So I would teach them not to use the flaps cause it will increase your drag and tremendously, and just fly to the intended airdrome, once landing site secured use flaps if need it. Now for commercial I want him to touch at a specific point, well things are different this time.
Excellently explained. This is exactly how I teach it.
Great video guys, got my instrument rating with FAA charts, now I am flying in mexico and we only use jeppesen, this was a great tool to start getting used to them.
I live in FL and am working on my PPL rather unconventionally, with a significant amount of work in an SR22. I am also a subscriber to all your course modules. I have a great instructor and have asked him to work on additional maneuvers and concepts that I feel are important to being safe. We just did several power off 180s, for example. Oddly, Cirrus has no information on this maneuver in its Flight Ops Manual, and I do not see instruction on it anywhere. I wonder if you would take this on as a topic for one of your streaming sessions?
Thanks for the great information!
Is there an expiration date for the Jeppesen chart? Like the one on the FAA charts (the 28 days)
Outstanding vids. Comprehensive and brilliantly explained. Students are so lucky to be exposed to all these lessons
if, while shooting the ILS, you lose the glideslope: can you continue the approach by transitioning to the LOC, if weather was good enough? Would you include that contingency in the approach briefing?
Doing so is more likely to destabilize the approach during such a critical and busy stage, particularly in Large-and-above transport-category equipment; as mentioned in the video, it's best to proceed to the missed approach procedure and come back and do the full LOC set-up and procedure. If you're Part 91 in a low performance airplane in VMC, maybe...
Pilots, when do you start to let the wheels down? In the past I've heard once you turn on final...then I heard at around 1500 feet. Do it matter when to let wheels down? Also how would u know when to deploy flaps 5 10 15 30 45? I always wanted to be an airline pilot since 6, but I just want to do flight simulator and I just want to work in senior management one day in an airline company! But my all time favorite job is to become a commercial pilot
Depends on the aircraft.
This is a link to Boeing's Flight Crew Training Manual for several of its 737 variations. Chapter 5 contains relevant answers in several diagrams for different types of approach. These are just examples relevant to the 737, but more-or-less typical of airliner-type jets. www.pilot18.com/wp-content/uploads/2017/01/B737NG_FCTM_31-10-05.pdf
Great video, thx. I have no experience at all on SR22, what do mean when talking about your final config FLAPS at 50%?
The SR22 has 3 flap settings: 0%, 50%, and 100%. We configure 50% flaps about 2 miles from the FAF or when the glide slope comes alive. 100% flaps are applied if/when the runway environment is in sight prior to 500’AGL. If we break out after descending through 500’AGL, we commit to 50% flaps to maintain a stabilized approach.
On the profile view of ILS 17L for DFW, why is there no lightning bolt indicating the glide slope?
Jepp charts don’t use the lightening bolt.
Thank you for this very helpful video. 🖤 Hopefully this is´nt too dump of a question: Where do i see the length of the runway? Shouldn't this be somewhere on an approach chart? Or Do i have to check the ground chart again. 😕
Its always on the aerodrome chart, and not the approach chart
Always on the airport plan-view/layout, always indexed as 10-9. Runway length is TMI/clutter on an IAP chart. And if you think not having that information on your IAP chart is onerous (which, I assure you, it's not), there was a time when Jepp only published ATC radio frequencies on the first IAP chart for an airport. One had to always leaf back to that chart (or pencil it in) for such information if using a different IAP chart for that airport. Ah, those were the days...
DFW ILS approach. missed approach briefing . the hold pattern is at 3000' while the MSA on that sector is 3600' .. so is it safe?
Yes, anything included in the approach itself is safe at those altitudes. The MSA is for off-route clearance.
If the GTN650 identifies the ILS, LOC, or VOR in the box, so you still need to listen to the Morse code? I have looked several places and it appears to be a grey area.
If it shows the LOC or VOR ID it is a legal ID. You technically do not need to listen to Morse code. The LOC and ILS ID is the same.
It would be great if you could go over how to read 10-9A in more detail. Great class, thanks.
on your approaches you say flap 50, do you see that somewhere or are you just taking personal experience?
That's from the Cirrus flight manual. For GA airplanes there's generally a recommended place to configure for landing, for the Cirrus it's 100 knots, flaps 50 2nm before the glideslope. In the Cherokee that isn't published but generally we use 2 notches of flaps and 90 kts 2nm before the glideslope or 2 dots below intercept. If your aircraft doesn't have a recommended procedure you can ask other pilots or craft your own similar to this. Generally it's better to be configured a little before the glideslope but not too early.
i have a good question, how to fly the VOR approach into JFK with no radar?
If JFK's ATC radar is out, you've got bigger problems, as in "unable, remain clear of the JFK Class B". How's that?
Great , Got anything on Reading of Taf and Weather. ?
Why do some Jepp charts have TDZE listed but others do not?
Could you tell me please, what means this new Jeppesen logo with 3 different triangles?
Excellent. I really appreciate your efforts to do this amazing job 👍🏽. Thanks
So you mentioned the chart's "issue date" and "effective date" ... but where was its expiration date?
There is no expiration date. If there is a new effective date, that means an old one is now expired.
Wow, great job. So much great information in one place.
Great presentation. Thanks
When has a ILS28R-H, what does H mean?
For the north bend brief he mistakenly uses an old ATIS which was for another airport. He was supposed to use information Mike not Echo from the DFW plate just in case anyone was confused you are not crazy.
Great info, thanks!
Thank you for doing this! See you in 2w
We'll see you here!
Keep it up! This is awesome 👍
effective date means? its effective from that date (or) effective till that date?
Effective on that date (at 00:00 UTC) until replaced with an updated chart, effective on its published effective date.
WOW ! Amazing thank you very Much.
like always brilliant ;) many thanks
Can you do 4D RNAV Systems
This is awesome!! Thank you so much!
ex miilitary helicopter pilot. thanks for the info. appreciate it.
So well done. Thanks.
Thanks!
SUPER HELPFUL!!!!!
departure procedures next?
We'll add it to the list!
awesome, thanks
thank you so much . great job ,appreciated
Wow, that was super helpful in so many ways. Do you have an CFI course by any chance? If not, can you recommend your top 3?
At 8:56, you circled the wrong Trans; out of Class A, you change at Trans Level to Local, not Trans Alt.
love ur music 🤩
I love you, thank you
Thank you!
Great stuff!
I come hear sometimes just for the intro music
This was extremely helpful, thank you!
You said you prefer the FAA chart then showed us a Jeppesen chart
good, I wasn't mis-hearing that. Oh well. He mis-spoke and no one appended a corrective graphic in post.
Familiar territory....I've actually seen the Brickyard VOR.
VERY COOL VID
the 1 min /15-20 min brief
Excellent
Hope you all know Jeppesen is just a brand name now days. Company name is Boeing.
Why do you jump around so much? I was taught to read left to right top to bottom.
Top to bottom, left-to-right is indeed one way to do it. The way it's done here is another. Your "work-flow" may vary; the point is to find your own way. T-to-B;L-to-R is a starting point and I believe was laid out in consultation with United Airlines and their briefing format when Jeppeson did some major redesign work in the 1990s or thereabout.
Honestly, when have you ever briefed an "out of date chart"? Just sayin!
There was time when these charts were on paper and updating them was a potentially long, laborious task prone to error, especially when doing the annual "checklist" from Jeppeson. So, one may have done just that, but without knowing it, if the annual checklist was not done or not done assiduously, in addition to performing the periodic updates twice a month, if I remember correctly.