This instructor is grade A. As a CFII myself I am very impressed with his cool calm and collected attitude. Well done. Thank bank to the left scared TF out of me though
also the thought of teaching in those conditions with only one yoke to share. I wouldn't do it with just any student. would have to be someone i can trust 100%
Absolutely nothing like the first instrument approach in real IMC when you come out of the muck and see the runway. You know it's going to be there but it's still a thrill when you see it.
My first time to minimums was into Burbank in the 90's, with a Southwest 737 in trail. I remember how FOCUSED I was, but almost surprised when I looked up at minimums and saw the lights, just a bit right of the nose. Completed the landing, cleared the runway and looked out just to see the Southwest's landing lights as he announced "Missed approach". Grinned all the way home...
@@yoopernow aren't minimums different based on approach speed? At a lower speed on the approach, you'd have the luxury of lower minimums than a 737 with it's higher approach speed.
Very educational way to go over an IFR approach. We, as observers, get to see the issues we all have seen and catch them as they happen from the comfort of our desk. My first ILS at night to minimums was into LNS. We were holding a noticable crosswind correction when the approach lights appeared. When I started a bank toward the direction of the lights, my instructor stopped me with a quick hand to the yoke and said "don't turn...hold your current heading". That was a revelation to me. My current heading was what was needed to get to the runway...obviously. Live and learn. Some things can only be learned by doing.
As a VFR pilot with 15 hours of instrument training, this video reminds me of just how difficult flying is, and how much more difficult IFR flying is. The pilot workload can become overwhelming SO easily. Between 6 instruments to constantly watch, altitude, heading, attitude, speed + briefing and planning and reading charts and plates, having to think about what to say to ATC and when, thinking about how to enter a pattern, remembering to do the aircraft checklists and dealing with the props and mixture, remembering to turn on the approach lights, and doing all this ideally ahead of the plane by as many minutes as possible...respect for all pilots that do this properly. Especially student pilots, low time pilots and instructors. Especially for pilots that fly steam gauges and manually. In the age of G1000s and autopilots, when the plane flies itself, things as just so much easier and can lead to complacency and loss of real skill.
Very well said, it’s been an year since I did my instrument rating and I’m currently doing my type rating for A320 which is whole another level of automation and understanding you need about systems and procedures. Dealing with abnormal procedures, system failures and landing these big jets is awesome but feels like I’m miss the stuff I used to do during early training days where I’m constantly using my head to work around approaches, talking to the atc, checklists all alone, here we are a team of two sharing our tasks which is quite important in a machine where we are doing 150-200kts but, I will badly miss the days I flew with my instructors and my friend back seating the a/c 😅. I’m having a nostalgia trip watching these videos even though it hasn’t been so long, time flews so fast.
Dam it only took you a year from instrument to training in a A320? How?? ATP school? I'm currently at a mom and pop 141 school but was thinking about a atp school to gain the hours faster any advice? Id appreciate it @mountains_beaches98
I remember my my first solo IFR approach was a busted forecast into Fredrick Md another 100 feet it would have been minimums. I just got my rating but I wanted just a few more lessons before I thought I was ready. I was in a Piper Arrow no gps then all gauges all I kept thinking was I done this at least 100 times before with my instructor gentle and deliberate control movements cross check everything and stay focused and calm. WHEW when I broke out there it was the runway your first real instrument approach is something you never forget.
As a student doing their IR rating this is the most enlightening video i have seen so far. Super helpful seeing it all done in real IR. Thanks for sharing
edit: Just realized this is 4 years old! Maybe you'll still get something out of this though! Stellar CFI and great flying! Here's some critiques from a fellow CFI. 1. On departure, if no ODP exists nor a DP is assigned, then climb straight out to cross the opposite end of the runway at (35') or higher and continue your climb to at least (400') before turning on course. 2. Phraseology for climbs and descents is "[atc]; N480H; 2 thousand climbing 3 thousand", don't use thru, for, at, or to. Also, you don't need to include your type, just use November. 3. NOTE: I like the NATS acronym for approaches. NOTAMS; ATIS, Arrival, and Approach; Touchdown and Taxi; Systems. a. NOTAM: Brief any applicable NOTAMs and how they will effect you (tip - do this during preflight). b. ATIS: Retrieve WX. c. Arrival: Brief the STAR or how you are planning to navigate onto the SIAP. d. Approach: Brief the SIAP or visual approach. e. Touchdown: Brief what runway you are landing on, expected rollout, and where you expect to exit. f. Taxi: Brief expected taxi route to destination. g. Systems: Brief systems usage. This is generally AP and you might brief how much it will fly, when you expect to disconnect it, and what you'll do if it fails or can not maintain a stabilized approach. 4. The PT 2 min and 1 min rule of thumb usually works great, but in a Banana you have to keep in mind that 10nm requirement. If you are doing 140kts TAS with a 10kts tail wind outbound (150 GS) then you're travelling 2.5 miles a minute. If you time 2 min outbound, then 1 min for the PT, include your 180 degree turn at PT, and some fudge factor for timing inaccuracies then you very easily can exceed the 10nm requirement. Best thing is to slow to an initial approach speed or shorten your outbound. I prefer slowing down, puts you closer to a landing configuration. This is more of a concern in an aircraft without a nice range ring. 5. NOTE: Approach clearances follow a nice acronym, PTAC; it stands for Position, Turn, Altitude, and Clearance. You only read back TAC. 6. Avoid abrupt control inputs and moving your head around too much. Both of which can result in illusions very quickly. Keep everything within arms reach and only shift your eyes when looking around the cockpit. 7. NOTE: As you descend on a SIAP the winds will change drastically. Your initial heading bug for wind correction will have to be updated somewhat frequently (you started inbound with a 20-30 degree correction, but ended up with only a 10-15 correction). 8. For missed approach consider a memory aid like the 5 Cs; Cram (throttle and mixture), Climb (level-off then climb), Clean (carbheat, flaps and gear), Configure (SUSP on 530, missed checklist), Call (ATC with intentions). 9. If you aren't looking at your instruments (checklists, bugs, GPS, etc.), do not make control inputs. Lightly leave your hand hovering on the yoke. When you come back to the 6 pack, go straight to the attitude indicator. 10. Stabilized Approach Concept is very important, and your CFI is awesome for hammering it home. For reference here is SAC for my company... a. 1000 from DA/MDA: Configured to land. b. 500 from DA/MDA: Stabilized - Vref +10/-0, lateral and vertical guidance within 1 dot, configured to land. You may correct any errors here. c. 300 from DA/MDA: Stabilized - Vref +10/-0, 1 dot, configured. If by this point you do not meet SAC, then go-around is required. d. Callout each of these altitudes and whether your are configured, stabilized, correcting, or going-around. I really want to stress, that you did exceedingly well as a student in night IFR. You're putting in the work and it shows! Everything here are items that will take you from an amatur to a proffesional.
A trick on many garmin units to load a 2nd approach is to go to an empty/inactive flight plan and hit the “menu” key, and load an approach on that separate flight plan using the menu-key method (instead of the PROC procedures button), and then when it’s time to switch approaches you just make the other flight plan your primary flight plan and activate the approach.
Excellent----thank you for sharing this! I've been flying VFR for 40 years but love watching what it is like to fly IFR. Can not imagine what it was like to fly IFR before FMS's or GPS.
I feel stressed watching this, in spite of my IR(R)...! It’s amazing how much harder this is when you swap the sim for a real aeroplane. The vestibular illusions (which we of course ignore but it’s yet another sensory input which we must use executive function to discard), the radio chatter in..... varying volume (good old AM radio), throwing the entire approach brief in the can when something changes, not having an AP to help the workload so programming, gaining SA for the new procedure whilst flying and not losing the scan, managing prop, MAP, gear. Well done to the trainee; this is properly hard and managing the workload is sooooo much harder than in the sim
I got my private and instrument rating at the Cedar Rapids Airport many years ago. Watching this video brings back a lot of memories - lots of nights flying with my instructor, Harley Noe. May he rest in peace. This was back when Wathan Flying Service was where Signature is now.
Thank you SO MUCH for posting this. Incredibly beneficial learning experience for anyone watching who understands basic aviation terminology. Real world example on why sticking to procedures especially for missed approaches is so very important.
One of the best practice videos I've seen Thanks for sharing it. Learned lots. Please pass compliments along to Matt your instructor. He's absolutely amazing.
Refreshing to see an instructor that’s comfortable and good at instructing, allowing mistakes, calming letting the student fix it. They can’t learn if the instructor is always hovering on the controls. Good job. New subscriber, not sure why I just found your channel
I think this is the first IMC approach video that I have seen. Thanks for posting this! Something to look forward to for later when I finally have my Private Pilot!
I am not a pilot and watching videos like this I am pretty impressed with the amount of workload on the pilots. A lot of things to memorize, check and do. Fascinating stuff. Will keep learning.
Flying to minimums is what will save our job from automation. Even though modern airliners can land themselves, no way should anyone be comfortable without a pilot onboard
@@connorhale599 I think there is no way they will automate to the point of getting the pilots out of the cockpit. There are too many decisions, too much complexity, the human factor is way too crucial.
I used to provide instrument training at night in IMC all the time. This was well before any type of GPS. Now 35+ years later and a career in FAR 91 two pilot corporate flying, I sometimes wonder what the heck was I thinking. The CFII did a fantastic job here. The experience the student gained in this training was invaluable. The actual missed approach for example. For those of you watching that are instrument students…once you are rated and plan on night IMC flight, be very conservative with it. Raise your minimums, plan your alternates&fuel carefully. Lastly, any widespread low IFR, forecasted icing or convective WX should be avoided.
My old instructor used to say “ stay ahead of the aircraft “ meaning know what should happen next and be ready for it not to happen. Easy to say, hard to do. Good job, good video. Stay safe.
Great student, great instructor. Lots of pointed conversation and reflection. Overall, good control of aircraft and comfortable on the COMMS while fiddling with hard IMC, night, and a complex aircraft. Nice job all around!
After learning to fly in Iowa, then living in AZ for almost 20 years, now that I'm back, I have renewed respect for IFR WX and not just the mountains. Great Video, Thank You!
Thank You very much for sharing this! I don't have a PPL yet, but I'm thinking about that for many years now, and I thought that I would immediately go for instrument rating as well to be on a safe side, when conditions deteriorate, but seeing this shows, that before your brain has enough capacity to handle instrument flying, it first needs to have basics (basic instrument scans, keeping level, rate of turn etc.) deeply etched in. So basically You no longer need to "think" about flying - it's your second nature, so that you had brain capacity to handle IFR procedures. I didn't take that into consideration before I saw this video, on how workload-heavy it might become, doing IFR approach in IMC.
Fascinating video, real nailbiting at times! I'd say you did a great job. I've 28 years of VFR flying in (what we now call) LSAs and tip my hat to you sir. At my age and concentration abilities I could not do what you did here. The level of critical multi-tasking you did at times would have fried my old brain. Well done!
This is from a Flightsimmer POV so ultra impressive ! WOW! i tried fyling IFR in small prop Planes in MSFS in Conditions like this, i was sooo LOST ! i would be so scared upthere i guess ! UTTER RESPECT FOR YOU !
Lots to like here - particularly the calm of the CFII and the student. I would've been pretty stressed as an IFR student, even as a current instrument pilot, with 500+ hours - in night flight, at minimums, using (what I'd call) old school avionics and DEFINITELY working a hard VOR approach (with procedure turns). Finally, as if all that wasn't enough -- my god -- a one yoke bonanza! Even if there was a pilot freak out, could a CFII take control? Probably not. Even on the 2nd approach, with complete VFR sight of the runway, the approach was unstabilized and botched. Even so, All in all, very very impressive. Nice job - but not for me, thanks - either as pilot or safety.
I remember a Navajo flight I did into Des Moines Iowa in 1987. Day time but fog and a ceiling on the runway. Several other A/C shot the approach going missed trying to get the fog to clear up a bit. When I did my approach I broke out at about 50 feet. A real sweater that one was.
Good luck! It will be some of the best money you will ever spend! I had a great time flying all over Iowa for my PPL. I took up one of those 1 year 0% interest credit cards so I could fly as often as I needed. I think being able to fly 3-5 times a week helped me save money by getting my license faster!
@@AvianaAircraft this is exactly what I done ... flew frequently so it kept me focused & saved me lonely in the long run. Just starting my IMC training this week - and just want to say - great videos
It is kinda stressful, but also remember that training flights do cram a fair bit in, you don’t learn much cruising straight and level above an undercast with the autopilot doing the flying. That said, when you’re hand flying raw data NDB approaches in training, it’s just as hard hand flying raw data NDB approaches after you’ve got your licence, although after you’ve got your licence you can start to use the AP to help you when workload is high. You do still have to keep half an eye on it though incase it gives you the aeroplane back unexpectedly and you’ve no SA!
I did my 1st instrument approach after getting my private from Tacoma to Olympia in IMC, rain and winds with a Cessna 172SP. None of the instruments worked because of the driving rain. I was completely lost! My flight instructor was awesome. We did a missed approach and back to Tacoma Narrows. I've never been so scared in my life. That is the perfect video for a new instrument pilot!
I did a non-precision approach on a medevac mission at a county airport. It was a non terminal approach using time and bearing from the NDB. Minimums were 700 AGL. The clouds were 300 scattered. We could see the approach end of the runway through our chin bubble. Fortunate thing in a helicopter; you can bring it to a halt and hover through sucker holes easily. It was daylight. We would not have tried that at night.
One of the best ifr videos Ive seen. If you noobs out there got chills on that imagine a twin with an engine fire or failure and the expectation that no needles move as you expertly shut it down. 14:15I don't see a faf symbol on that plate. I don't think there is a faf. Also I think the question should have been ...where CAN we leave 2700 feet. Answer...when ON the inbound track and within the 10 mile ring for the approach. Because of the students high rate of turn inbound he ended up skinny and was not technically ON the inbound track when the instructor authorized a descent to 1800.
I remember my first IFR landing. I was sweating buckets. It was like flying inside a light bulb. ALL i had was instruments. But, the ILS system brought me down right in line with the runway. No issues landing.
Wasn't at night, but my first approach close to minimums after earning my ticket taught me a lesson I never forgot. I was so incredibly focused on nailing all the procedures and being perfectly aligned with the runway and hitting every altitude, which I did, that I descended from cruise to the middle marker without ever touching the mixture control. Silence was deafening. I was rather busy for a couple of minutes. Don't EVER make that mistake!
Bruce Dickenson in his memoir “What Does This Button Do?” told of his solo IFR landing in zero visibility. I got sweaty just reading it. So many good aviation stories in that book.
What a phenomenon training experience. Most IFR training these days is on advanced avionics eg G1000 and mostly simulated. My personal minimums, I will never fly in actual IMC, single engine, single pilot, at night on needles (G1000 or better avionics is preferred for better situation awareness haha in such conditions. Unfortunately at my first job, it wasn't like that but at least it was a crew environment 🚁 haha. This video is from 4 years ago so I'm sure both of you guys probably fly for the majors 🐐. 121 safety is better and amazing equipment 🛫
As I was watching this I am reminded of the difficulty in SPIFR. You do not have the guy whispering words in your ear, cross checking you and helping. I find I talk to my self a lot. Great training doing instruments at night. I spent a lot of time teaching guys in Pakistan instruments in a Huey :) Even VFR in the high desert it is dark dark.
I was always under the immpression you had to fly the entire lenth of the runway during takeoff before you were allowed to turn. I see now that's not the case.
This is a great example of how automation makes everyone non-current. Even though the student is learning, it is showing you exactly how hard it is to do all these tasks and hand fly the airplane without hundreds of hours of experience in the make and model. If you have auto pilot, it’s suggested to use it, but you should also do some hand flying in VFR at altitude and getting used to the airplanes, power, setting, pitch, configurations and dissent rates. This way you have better control, setting up a profile, rather than chasing power, heading, and airspeed.
My multi engine IFR exam actually was in the same conditions. My examiner was really happy as he told me that couldn't be better scenario for exam. I wasn't that much happy :D
As random dude at home, I love the mix you did with the Headset comms in one ear and the Cockpit audio in the other, You can pretend to be a passenger if you mute one of the audio channels :D
Well done video, good training. Just remember: The most important factor in successful IMC flying is your COMMITMENT. Learn to instantly forsake what is outside your windshield and commit to your instruments. Nice job on this production.
You can load the next approach by creating a fight plan in the catalog using the menu, not the PROC key. That leaves the current flight plan intact. Then it's ready to a load when you are ready.
Gradually drifting off course is really a challenge when you are too focused on procedures. Been there, it's not an easy task for first few hours flying IFR. Btw great video and superb instructor.Salut!!!
My first IMC ILS was with a Piper Archer into MDW with an ATA B727 on my ass. I broke out at about 800 tho.... so I'm really impressed how these guys flew down to mins in their Bonanza. Thanks for the video gents!
Went missed on my first in Santa Monica. That was nerve racking. Acceleration and cleaning up the flaps and gear was scary. Plus fighting vertigo. Basically ignoring my inner ear. Went back next one was fine. To min at 500 feet on a circle to land. Exciting. Won't forget it
Seems the turn to 290 happened before the 400 ft AGL. I'm new to IFR flying, so still learning, but thought all turns had to be made after 400 ft AGL after departure.
Standard approach time it will be one minute outbound one minutes procedure if it’s Required other than that it will be noted on the approach plate itself
During your holding do not use PROC just go to menu and then scroll down just select approach and then hit the button choose the approach select the big knob change the airport loggia approach. And select the transition and then use load only so you will have the new approach in your alternate as a second flight land at the same time do you have the holding procedures good luck
On a missed , I used 5 C’s Cram, climb, clean, cool, communicate. The 5 T’s are great tool too, although we don’t have to twist with an HSI Good in air review of Ground and Space based approaches. I’m sure your last approach was an ILS, making it the trifecta of complexity for the student IFR pilot. Great instruction
Love the faf proceedure and missed appraches mates. I am getting overall feel of instrument approach that how cumbersome it might be in real life scenerio.
Great video and great job. Also, good call on your instructor's part by noting the "evasive" actions you would have to make to complete that landing. Always rememeber 91.175 for your requirements to land under IFR. Keep up the good work!
I wonder how fast you can switch back the flight yoke to the instructor, if the student really mess up beyond repair? Specially on instrument approach with low minimums.
First thing I thought of too! I’d say probably not fast enough while descending close to 500’ AGL. I’m no CFI so I could be wrong, but looks sketchy to me.
I was training for CFI but interrupted my training due to other circumstances, but I wouldn’t pick that type of Bonanza as an ideal dual flight controls training aircraft. I was flying a Piper Arrow, retractable landing gear. I am sure Bonanzas are a great aircraft. It just doesn’t feel right that specific type of training plane .
Wow! Very intense and huge workload. Thanks for sharing this. This scared the crap out of this VFR pilot. IMC at night. I can't imagine doing this is windy, gusty conditions...
Years ago when I was getting my private pilot's license at a flying club, we had a class on IFR basics. Our instructor said never to do an instrument approach at night. Wait for daylight to get somewhere. The darkness just adds an unnecessary level of risk.
@Live Free - There are two ways to fly. One is mainly visual. You look out the window to determine your attitude and position. You can and should use other instrument such as airspeed, attitude indicator, altimeter, etc and VOR and/or GPS for navigating. But the pilot must see the outside horizon to fly. It means the pilot stays out of the clouds. This mode of flight is called Visual Flight Rule (VFR). The other mode utilizes instruments to fly and maneuver. This is called Instrument Flight Rule (IFR). It takes special training and requires a separate endorsement (called a rating) to the basic pilot's license. The pilot in the video is during an IFR approach. He is using his instruments to fly the aircraft. He is also following instruments that receive a very precise radio signal from the runway to guide him to it. These two radio beams are called glideslope (for vertical positioning) and localizer (for horizontal positioning). He also might be utilizing GPS to assist his approach. There are also minimum weather requirements to fly and there are different ones for different airports. An IFR chart will show a "minimum decision height" (MDH) where if the pilot doesn't see the runway be a certain altitude, he must abort the approach and pull out. If the cloud ceiling is close to the MDH, it is called an IFR approach at "minimums". There are also horizonal distance or "visibility" requirements. It looks boring but the pilot is actually doing a lot of work to concentrate on the instruments and properly fly the approach.
This instructor is grade A. As a CFII myself I am very impressed with his cool calm and collected attitude. Well done. Thank bank to the left scared TF out of me though
also the thought of teaching in those conditions with only one yoke to share. I wouldn't do it with just any student. would have to be someone i can trust 100%
Absolutely nothing like the first instrument approach in real IMC when you come out of the muck and see the runway. You know it's going to be there but it's still a thrill when you see it.
You HOPE it's going to be there! Lol!
My first time to minimums was into Burbank in the 90's, with a Southwest 737 in trail. I remember how FOCUSED I was, but almost surprised when I looked up at minimums and saw the lights, just a bit right of the nose. Completed the landing, cleared the runway and looked out just to see the Southwest's landing lights as he announced "Missed approach". Grinned all the way home...
Wow.
Thats awesome!! SW pilots are all military pilots.
Beautiful 😅
@@scuddrunner1 It was a ragged layer, so my timing was just better than theirs, lol...
@@yoopernow aren't minimums different based on approach speed? At a lower speed on the approach, you'd have the luxury of lower minimums than a 737 with it's higher approach speed.
Very educational way to go over an IFR approach. We, as observers, get to see the issues we all have seen and catch them as they happen from the comfort of our desk. My first ILS at night to minimums was into LNS. We were holding a noticable crosswind correction when the approach lights appeared. When I started a bank toward the direction of the lights, my instructor stopped me with a quick hand to the yoke and said "don't turn...hold your current heading". That was a revelation to me. My current heading was what was needed to get to the runway...obviously. Live and learn. Some things can only be learned by doing.
As a VFR pilot with 15 hours of instrument training, this video reminds me of just how difficult flying is, and how much more difficult IFR flying is. The pilot workload can become overwhelming SO easily. Between 6 instruments to constantly watch, altitude, heading, attitude, speed + briefing and planning and reading charts and plates, having to think about what to say to ATC and when, thinking about how to enter a pattern, remembering to do the aircraft checklists and dealing with the props and mixture, remembering to turn on the approach lights, and doing all this ideally ahead of the plane by as many minutes as possible...respect for all pilots that do this properly. Especially student pilots, low time pilots and instructors. Especially for pilots that fly steam gauges and manually. In the age of G1000s and autopilots, when the plane flies itself, things as just so much easier and can lead to complacency and loss of real skill.
Very well said, it’s been an year since I did my instrument rating and I’m currently doing my type rating for A320 which is whole another level of automation and understanding you need about systems and procedures. Dealing with abnormal procedures, system failures and landing these big jets is awesome but feels like I’m miss the stuff I used to do during early training days where I’m constantly using my head to work around approaches, talking to the atc, checklists all alone, here we are a team of two sharing our tasks which is quite important in a machine where we are doing 150-200kts but, I will badly miss the days I flew with my instructors and my friend back seating the a/c 😅. I’m having a nostalgia trip watching these videos even though it hasn’t been so long, time flews so fast.
Thats why you should practice heaps in the simulator
@RetreadPhoto I have a VR simulator with yoke and all. Have pilot edge for live ATC. Live weather and I buy legit airports. It really helps.
That's awesome!@@mountains_beaches98
Dam it only took you a year from instrument to training in a A320? How?? ATP school? I'm currently at a mom and pop 141 school but was thinking about a atp school to gain the hours faster any advice? Id appreciate it @mountains_beaches98
I remember my my first solo IFR approach was a busted forecast into Fredrick Md another 100 feet it would have been minimums. I just got my rating but I wanted just a few more lessons before I thought I was ready. I was in a Piper Arrow no gps then all gauges all I kept thinking was I done this at least 100 times before with my instructor gentle and deliberate control movements cross check everything and stay focused and calm. WHEW when I broke out there it was the runway your first real instrument approach is something you never forget.
I flew an ILS in a 4 Bomber with 2 engines on fire and the Nazis shooting at me while smoking a Cuban cigar......Then I woke up.
As a student doing their IR rating this is the most enlightening video i have seen so far. Super helpful seeing it all done in real IR. Thanks for sharing
edit: Just realized this is 4 years old! Maybe you'll still get something out of this though!
Stellar CFI and great flying! Here's some critiques from a fellow CFI.
1. On departure, if no ODP exists nor a DP is assigned, then climb straight out to cross the opposite end of the runway at (35') or higher and continue your climb to at least (400') before turning on course.
2. Phraseology for climbs and descents is "[atc]; N480H; 2 thousand climbing 3 thousand", don't use thru, for, at, or to. Also, you don't need to include your type, just use November.
3. NOTE: I like the NATS acronym for approaches. NOTAMS; ATIS, Arrival, and Approach; Touchdown and Taxi; Systems.
a. NOTAM: Brief any applicable NOTAMs and how they will effect you (tip - do this during preflight).
b. ATIS: Retrieve WX.
c. Arrival: Brief the STAR or how you are planning to navigate onto the SIAP.
d. Approach: Brief the SIAP or visual approach.
e. Touchdown: Brief what runway you are landing on, expected rollout, and where you expect to exit.
f. Taxi: Brief expected taxi route to destination.
g. Systems: Brief systems usage. This is generally AP and you might brief how much it will fly, when you expect to disconnect it, and what you'll do if it fails or can not maintain a stabilized approach.
4. The PT 2 min and 1 min rule of thumb usually works great, but in a Banana you have to keep in mind that 10nm requirement. If you are doing 140kts TAS with a 10kts tail wind outbound (150 GS) then you're travelling 2.5 miles a minute. If you time 2 min outbound, then 1 min for the PT, include your 180 degree turn at PT, and some fudge factor for timing inaccuracies then you very easily can exceed the 10nm requirement. Best thing is to slow to an initial approach speed or shorten your outbound. I prefer slowing down, puts you closer to a landing configuration. This is more of a concern in an aircraft without a nice range ring.
5. NOTE: Approach clearances follow a nice acronym, PTAC; it stands for Position, Turn, Altitude, and Clearance. You only read back TAC.
6. Avoid abrupt control inputs and moving your head around too much. Both of which can result in illusions very quickly. Keep everything within arms reach and only shift your eyes when looking around the cockpit.
7. NOTE: As you descend on a SIAP the winds will change drastically. Your initial heading bug for wind correction will have to be updated somewhat frequently (you started inbound with a 20-30 degree correction, but ended up with only a 10-15 correction).
8. For missed approach consider a memory aid like the 5 Cs; Cram (throttle and mixture), Climb (level-off then climb), Clean (carbheat, flaps and gear), Configure (SUSP on 530, missed checklist), Call (ATC with intentions).
9. If you aren't looking at your instruments (checklists, bugs, GPS, etc.), do not make control inputs. Lightly leave your hand hovering on the yoke. When you come back to the 6 pack, go straight to the attitude indicator.
10. Stabilized Approach Concept is very important, and your CFI is awesome for hammering it home. For reference here is SAC for my company...
a. 1000 from DA/MDA: Configured to land.
b. 500 from DA/MDA: Stabilized - Vref +10/-0, lateral and vertical guidance within 1 dot, configured to land. You may correct any errors here.
c. 300 from DA/MDA: Stabilized - Vref +10/-0, 1 dot, configured. If by this point you do not meet SAC, then go-around is required.
d. Callout each of these altitudes and whether your are configured, stabilized, correcting, or going-around.
I really want to stress, that you did exceedingly well as a student in night IFR. You're putting in the work and it shows! Everything here are items that will take you from an amatur to a proffesional.
The best Instructors fly 3 steps ahead of the Student. This Instructor was teaching you how he does it. You got lucky by having him mentor you.
A trick on many garmin units to load a 2nd approach is to go to an empty/inactive flight plan and hit the “menu” key, and load an approach on that separate flight plan using the menu-key method (instead of the PROC procedures button), and then when it’s time to switch approaches you just make the other flight plan your primary flight plan and activate the approach.
I’ll have to try that next time I fly!
.... that is brilliant.
Excellent----thank you for sharing this! I've been flying VFR for 40 years but love watching what it is like to fly IFR. Can not imagine what it was like to fly IFR before FMS's or GPS.
I am not a pilot and loved watching this. The instructor was top notch to detail.
I feel stressed watching this, in spite of my IR(R)...! It’s amazing how much harder this is when you swap the sim for a real aeroplane. The vestibular illusions (which we of course ignore but it’s yet another sensory input which we must use executive function to discard), the radio chatter in..... varying volume (good old AM radio), throwing the entire approach brief in the can when something changes, not having an AP to help the workload so programming, gaining SA for the new procedure whilst flying and not losing the scan, managing prop, MAP, gear.
Well done to the trainee; this is properly hard and managing the workload is sooooo much harder than in the sim
I got my private and instrument rating at the Cedar Rapids Airport many years ago. Watching this video brings back a lot of memories - lots of nights flying with my instructor, Harley Noe. May he rest in peace. This was back when Wathan Flying Service was where Signature is now.
Thank you SO MUCH for posting this. Incredibly beneficial learning experience for anyone watching who understands basic aviation terminology. Real world example on why sticking to procedures especially for missed approaches is so very important.
just got my ppl a few months ago. Wow! this is really cool. I am sweating just watching this. So much to learn about IFR. Well done.
Glad you enjoyed it! I could not imagine doing this fresh after my PPL.
@@AvianaAircraft how long would you say is the best time to go for IFR training after ppl?
One of the best practice videos I've seen Thanks for sharing it. Learned lots. Please pass compliments along to Matt your instructor. He's absolutely amazing.
You always remember this flight… almost more than your first solo.
I made one of these flights… departed into a 400ft ceiling… arrived at minimums.
Refreshing to see an instructor that’s comfortable and good at instructing, allowing mistakes, calming letting the student fix it. They can’t learn if the instructor is always hovering on the controls. Good job. New subscriber, not sure why I just found your channel
Awesome video. Had me feeling task saturated just watching. Great work by CFI Matt. Makes me want my instrument rating even more.
I think this is the first IMC approach video that I have seen. Thanks for posting this! Something to look forward to for later when I finally have my Private Pilot!
I am not a pilot and watching videos like this I am pretty impressed with the amount of workload on the pilots. A lot of things to memorize, check and do. Fascinating stuff. Will keep learning.
Flying to minimums is what will save our job from automation. Even though modern airliners can land themselves, no way should anyone be comfortable without a pilot onboard
@@connorhale599 I think there is no way they will automate to the point of getting the pilots out of the cockpit. There are too many decisions, too much complexity, the human factor is way too crucial.
I used to provide instrument training at night in IMC all the time. This was well before any type of GPS. Now 35+ years later and a career in FAR 91 two pilot corporate flying, I sometimes wonder what the heck was I thinking. The CFII did a fantastic job here. The experience the student gained in this training was invaluable. The actual missed approach for example. For those of you watching that are instrument students…once you are rated and plan on night IMC flight, be very conservative with it. Raise your minimums, plan your alternates&fuel carefully. Lastly, any widespread low IFR, forecasted icing or convective WX should be avoided.
My old instructor used to say “ stay ahead of the aircraft “ meaning know what should happen next and be ready for it not to happen. Easy to say, hard to do. Good job, good video. Stay safe.
Thanks for watching
Great student, great instructor. Lots of pointed conversation and reflection. Overall, good control of aircraft and comfortable on the COMMS while fiddling with hard IMC, night, and a complex aircraft. Nice job all around!
Much appreciated!
After learning to fly in Iowa, then living in AZ for almost 20 years, now that I'm back, I have renewed respect for IFR WX and not just the mountains. Great Video, Thank You!
Thank You very much for sharing this! I don't have a PPL yet, but I'm thinking about that for many years now, and I thought that I would immediately go for instrument rating as well to be on a safe side, when conditions deteriorate, but seeing this shows, that before your brain has enough capacity to handle instrument flying, it first needs to have basics (basic instrument scans, keeping level, rate of turn etc.) deeply etched in. So basically You no longer need to "think" about flying - it's your second nature, so that you had brain capacity to handle IFR procedures. I didn't take that into consideration before I saw this video, on how workload-heavy it might become, doing IFR approach in IMC.
Fascinating video, real nailbiting at times! I'd say you did a great job. I've 28 years of VFR flying in (what we now call) LSAs and tip my hat to you sir. At my age and concentration abilities I could not do what you did here. The level of critical multi-tasking you did at times would have fried my old brain. Well done!
Importance of very small corrections becomes real when inbound on course and glide-path in the soup at night.
Great flight!
This is a great video for me I am studying for my IFR rating and I own a 1960 beechcraft debonair
This is from a Flightsimmer POV so ultra impressive ! WOW! i tried fyling IFR in small prop Planes in MSFS in Conditions like this, i was sooo LOST ! i would be so scared upthere i guess ! UTTER RESPECT FOR YOU !
Lots to like here - particularly the calm of the CFII and the student. I would've been pretty stressed as an IFR student, even as a current instrument pilot, with 500+ hours - in night flight, at minimums, using (what I'd call) old school avionics and DEFINITELY working a hard VOR approach (with procedure turns). Finally, as if all that wasn't enough -- my god -- a one yoke bonanza! Even if there was a pilot freak out, could a CFII take control? Probably not. Even on the 2nd approach, with complete VFR sight of the runway, the approach was unstabilized and botched. Even so, All in all, very very impressive. Nice job - but not for me, thanks - either as pilot or safety.
I was thinking about that too. Nice instructions and all, but I'd be scared to instruct in an airplane with no yoke on the right side.
I remember a Navajo flight I did into Des Moines Iowa in 1987. Day time but fog and a ceiling on the runway. Several other A/C shot the approach going missed trying to get the fog
to clear up a bit. When I did my approach I broke out at about 50 feet. A real sweater that one was.
Great video! And I have to say that Matt's 'nuggets of wisdom' basically saved your life on about 40 occasions!
This brings back so many memories; and I didn’t have the world looking over my shoulder via TH-cam! Great job and thanks for publishing.
Glad you enjoyed it! It was a lot of work to edit it surprisingly for only having two cameras!
Awesome video, pilot and instructor! Thank you!
This was a wonderful, real world instructional video. Brought back fond memories of my training days. Thanks for sharing.
Man, flying instruments only looks so stressful. I'm currently saving my money so I can get my PPL!
Good luck! It will be some of the best money you will ever spend! I had a great time flying all over Iowa for my PPL. I took up one of those 1 year 0% interest credit cards so I could fly as often as I needed. I think being able to fly 3-5 times a week helped me save money by getting my license faster!
@@AvianaAircraft this is exactly what I done ... flew frequently so it kept me focused & saved me lonely in the long run. Just starting my IMC training this week - and just want to say - great videos
It is kinda stressful, but also remember that training flights do cram a fair bit in, you don’t learn much cruising straight and level above an undercast with the autopilot doing the flying.
That said, when you’re hand flying raw data NDB approaches in training, it’s just as hard hand flying raw data NDB approaches after you’ve got your licence, although after you’ve got your licence you can start to use the AP to help you when workload is high. You do still have to keep half an eye on it though incase it gives you the aeroplane back unexpectedly and you’ve no SA!
Very calm & knowledgeable instructor. Enjoyed being taken back to my old flying days. Cheers.
I did my 1st instrument approach after getting my private from Tacoma to Olympia in IMC, rain and winds with a Cessna 172SP. None of the instruments worked because of the driving rain. I was completely lost! My flight instructor was awesome. We did a missed approach and back to Tacoma Narrows. I've never been so scared in my life.
That is the perfect video for a new instrument pilot!
I did a non-precision approach on a medevac mission at a county airport. It was a non terminal approach using time and bearing from the NDB. Minimums were 700 AGL. The clouds were 300 scattered. We could see the approach end of the runway through our chin bubble. Fortunate thing in a helicopter; you can bring it to a halt and hover through sucker holes easily. It was daylight. We would not have tried that at night.
I am on the fire department, we don't get air coverage when its IMC
This is bad ass..you were in the soup. I love that landing light in the clouds. Im working on my instrument right now.
That instructor is awesome! He is very good! Great video guys! Thank you!
Good instruction. Very aware of student's actions and the overall situation.
Wayne Leinen thanks!
Lots of hours/cycles flying in and out of CID hauling checks back in the day when the FBO was on the west side of the ramp. Miss those days.
Good honest time building there!
One of the best ifr videos Ive seen. If you noobs out there got chills on that imagine a twin with an engine fire or failure and the expectation that no needles move as you expertly shut it down.
14:15I don't see a faf symbol on that plate. I don't think there is a faf.
Also I think the question should have been ...where CAN we leave 2700 feet. Answer...when ON the inbound track and within the 10 mile ring for the approach. Because of the students high rate of turn inbound he ended up skinny and was not technically ON the inbound track when the instructor authorized a descent to 1800.
wow, I'd be freaking out and wouldn't be able to do this by myself....great calmness and skill....Impressive!!
@James k I'm jealous. I wish i could
Thank you very much! practice, practice, practice
I remember my first IFR landing. I was sweating buckets. It was like flying inside a light bulb. ALL i had was instruments. But, the ILS system brought me down right in line with the runway. No issues landing.
Great video and good job staying calm! Your cfII did a great job as well!
Dannye Frank thanks!
Kudos to the instructor! Very thorough
Wasn't at night, but my first approach close to minimums after earning my ticket taught me a lesson I never forgot. I was so incredibly focused on nailing all the procedures and being perfectly aligned with the runway and hitting every altitude, which I did, that I descended from cruise to the middle marker without ever touching the mixture control. Silence was deafening. I was rather busy for a couple of minutes. Don't EVER make that mistake!
Bruce Dickenson in his memoir “What Does This Button Do?” told of his solo IFR landing in zero visibility. I got sweaty just reading it. So many good aviation stories in that book.
What a phenomenon training experience. Most IFR training these days is on advanced avionics eg G1000 and mostly simulated.
My personal minimums, I will never fly in actual IMC, single engine, single pilot, at night on needles (G1000 or better avionics is preferred for better situation awareness haha in such conditions.
Unfortunately at my first job, it wasn't like that but at least it was a crew environment 🚁 haha.
This video is from 4 years ago so I'm sure both of you guys probably fly for the majors 🐐. 121 safety is better and amazing equipment 🛫
This is great stuff, extremely educational.
Great CFII, and good hand flying this high performance in night IMC. Great job guys!
As I was watching this I am reminded of the difficulty in SPIFR. You do not have the guy whispering words in your ear, cross checking you and helping. I find I talk to my self a lot. Great training doing instruments at night. I spent a lot of time teaching guys in Pakistan instruments in a Huey :) Even VFR in the high desert it is dark dark.
I was always under the immpression you had to fly the entire lenth of the runway during takeoff before you were allowed to turn. I see now that's not the case.
Very experienced instructor. Single yoke yet. He trusts you ;)
God damn this is pretty nuts. About 10-15 hrs into my PPL and I can't imagine flying like this. Will get there someday though!
Wow great example of IMC. Thanks for sharing.
Glad it was helpful!
Excellent work! Thanks for the ride and education on the challenge and even terror IMC offers.
This video is buttery smooth. I thought this was flight sim 2020
This is a great example of how automation makes everyone non-current. Even though the student is learning, it is showing you exactly how hard it is to do all these tasks and hand fly the airplane without hundreds of hours of experience in the make and model. If you have auto pilot, it’s suggested to use it, but you should also do some hand flying in VFR at altitude and getting used to the airplanes, power, setting, pitch, configurations and dissent rates. This way you have better control, setting up a profile, rather than chasing power, heading, and airspeed.
Nice! This gives me something to aspire to! Matt seems like a great instructor.
My multi engine IFR exam actually was in the same conditions. My examiner was really happy as he told me that couldn't be better scenario for exam. I wasn't that much happy :D
He is right! I am sure you felt pretty accomplished afterwards
As random dude at home, I love the mix you did with the Headset comms in one ear and the Cockpit audio in the other, You can pretend to be a passenger if you mute one of the audio channels :D
Thank you mister. Fells cosy, exactly as is on msfs. Thank you!
Well done video, good training. Just remember: The most important factor in successful IMC flying is your COMMITMENT. Learn to instantly forsake what is outside your windshield and commit to your instruments. Nice job on this production.
You can load the next approach by creating a fight plan in the catalog using the menu, not the PROC key. That leaves the current flight plan intact. Then it's ready to a load when you are ready.
Thanks, we will try this on the next one!
I would be apprehensive about leaning all the way across the cockpit while IMC; so easy to get spatial disorientation.
Isn't that the point of instruments? You're gonna get SD regardless.
@@justdewit If you have auto pilot, then no problem. If not, then the inner ear will be playing dirty tricks.
I trust the autopilot in this plane as much as I trust a 16 year old to drive
This might be the best IFR video on the internet....
Gradually drifting off course is really a challenge when you are too focused on procedures.
Been there, it's not an easy task for first few hours flying IFR.
Btw great video and superb instructor.Salut!!!
My first IMC ILS was with a Piper Archer into MDW with an ATA B727 on my ass. I broke out at about 800 tho.... so I'm really impressed how these guys flew down to mins in their Bonanza. Thanks for the video gents!
Went missed on my first in Santa Monica. That was nerve racking. Acceleration and cleaning up the flaps and gear was scary. Plus fighting vertigo. Basically ignoring my inner ear. Went back next one was fine. To min at 500 feet on a circle to land.
Exciting. Won't forget it
That was fun. Can't wait to do it myself someday.
Make it happen!
great stuff. I'm prepping for my IR checkride and found this real world IFR flight helpful.
Good luck with your checkride. Hope to get to that point soon!
Awesome video! Good practice and good instructor.
Seems the turn to 290 happened before the 400 ft AGL. I'm new to IFR flying, so still learning, but thought all turns had to be made after 400 ft AGL after departure.
Standard approach time it will be one minute outbound one minutes procedure if it’s Required other than that it will be noted on the approach plate itself
Huge pucker factor! I can't imagine training in IMC to mins without a yoke for the CFII.
Great training video. Scary how easy it is to get disoriented. Great pilot and great CFI!
Thanks for watching!
Very educational for future flight training.
Good luck with your training!
During your holding do not use PROC just go to menu and then scroll down just select approach and then hit the button choose the approach select the big knob change the airport loggia approach. And select the transition and then use load only so you will have the new approach in your alternate as a second flight land at the same time do you have the holding procedures good luck
AMAZING vid..... brilliant with all the details ...
Keep the practice up and stay safe out there! Great video!
Thanks for watching! Trying to get a little bit better every time!
Very nice! It took me a while to trust the reindeer in IFR and not my own senses 🎄
Great video reminds me of my flight instructor! I hope you add more videos like this one!
On a missed , I used 5 C’s
Cram, climb, clean, cool, communicate. The 5 T’s are great tool too, although we don’t have to twist with an HSI
Good in air review of Ground and Space based approaches.
I’m sure your last approach was an ILS, making it the trifecta of complexity for the student IFR pilot.
Great instruction
5 C’s. That’s a great mnemonic I hadn’t heard before. Thanks for sharing!
Love the faf proceedure and missed appraches mates. I am getting overall feel of instrument approach that how cumbersome it might be in real life scenerio.
Awesome CFII. Wish I had one that good during my instrument training.
Great IFR flight with your CFII
Great video and great job. Also, good call on your instructor's part by noting the "evasive" actions you would have to make to complete that landing. Always rememeber 91.175 for your requirements to land under IFR. Keep up the good work!
I wonder how fast you can switch back the flight yoke to the instructor, if the student really mess up beyond repair? Specially on instrument approach with low minimums.
First thing I thought of too! I’d say probably not fast enough while descending close to 500’ AGL. I’m no CFI so I could be wrong, but looks sketchy to me.
I was training for CFI but interrupted my training due to other circumstances, but I wouldn’t pick that type of Bonanza as an ideal dual flight controls training aircraft. I was flying a Piper Arrow, retractable landing gear. I am sure Bonanzas are a great aircraft. It just doesn’t feel right that specific type of training plane .
I feel for you too! Great video, thank you.
Thanks for watching!
Not something I ever wanted to do. Salute to you brave souls!
Wow! Very intense and huge workload. Thanks for sharing this.
This scared the crap out of this VFR pilot. IMC at night. I can't imagine doing this is windy, gusty conditions...
The thing that helps is that we are not required to land at DBQ. The plane has 5 hours of fuel on board, and there is good weather all around.
This was excellent! don't really get allot of soup here in Los Angeles unless your by the ocean or sometimes open fields.
Years ago when I was getting my private pilot's license at a flying club, we had a class on IFR basics. Our instructor said never to do an instrument approach at night. Wait for daylight to get somewhere. The darkness just adds an unnecessary level of risk.
@Live Free - There are two ways to fly. One is mainly visual. You look out the window to determine your attitude and position. You can and should use other instrument such as airspeed, attitude indicator, altimeter, etc and VOR and/or GPS for navigating. But the pilot must see the outside horizon to fly. It means the pilot stays out of the clouds. This mode of flight is called Visual Flight Rule (VFR).
The other mode utilizes instruments to fly and maneuver. This is called Instrument Flight Rule (IFR). It takes special training and requires a separate endorsement (called a rating) to the basic pilot's license.
The pilot in the video is during an IFR approach. He is using his instruments to fly the aircraft. He is also following instruments that receive a very precise radio signal from the runway to guide him to it. These two radio beams are called glideslope (for vertical positioning) and localizer (for horizontal positioning). He also might be utilizing GPS to assist his approach.
There are also minimum weather requirements to fly and there are different ones for different airports. An IFR chart will show a "minimum decision height" (MDH) where if the pilot doesn't see the runway be a certain altitude, he must abort the approach and pull out. If the cloud ceiling is close to the MDH, it is called an IFR approach at "minimums". There are also horizonal distance or "visibility" requirements.
It looks boring but the pilot is actually doing a lot of work to concentrate on the instruments and properly fly the approach.
The GPS doesn’t allow you to select an airway which would automatically put all the intermediate waypoints in for you?
at 11:40 you mention when to turn PT. 1 minute after vor if not on airfield, 2 minutes otherwise. Do you have an AIM ref or similar for that? Thanks!